JP4123012B2 - Body front structure - Google Patents

Body front structure Download PDF

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Publication number
JP4123012B2
JP4123012B2 JP2003059011A JP2003059011A JP4123012B2 JP 4123012 B2 JP4123012 B2 JP 4123012B2 JP 2003059011 A JP2003059011 A JP 2003059011A JP 2003059011 A JP2003059011 A JP 2003059011A JP 4123012 B2 JP4123012 B2 JP 4123012B2
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Japan
Prior art keywords
vehicle width
width direction
vehicle
front side
skeleton
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JP2003059011A
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Japanese (ja)
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JP2004268635A (en
Inventor
匡史 牧田
パル チンモイ
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to JP2003059011A priority Critical patent/JP4123012B2/en
Priority claimed from US10/766,025 external-priority patent/US6948767B2/en
Publication of JP2004268635A publication Critical patent/JP2004268635A/en
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Description

【0001】
【発明の属する技術分野】
本発明は自動車の車体前部構造に関する。
【0002】
【従来の技術】
自動車の車体前部構造の中には、前後方向骨格部材であるフロントサイドメンバの前端と、車幅方向骨格部材であるファーストクロスメンバとを、フロントサイドメンバの軸線上に配置したクラッシュボックスを介して結合して、車両の前面衝突の際には該クラッシュボックスが潰れ変形することによって初期エネルギーを吸収すると共に、フロントサイドメンバの軸方向の座屈変形(軸圧壊)を安定化させるようにしたものがある(例えば、特許文献1参照)。
【0003】
【特許文献1】
特開2002−356179号公報(第3頁、図4)
【0004】
【発明が解決しようとする課題】
車両の前面衝突時におけるキャビンの変形を小さく抑制させるためには、前述のように前後方向骨格部材の軸圧潰によるエネルギー吸収が有効であるが、前面衝突時に前後方向骨格部材の軸方向に荷重が集中する傾向となる。
【0005】
一方、車両の前面衝突時には、自車両および相手車両の損壊度合いを共に小さく抑制できることが望まれるが、例えば大型車両と小型車両のように前端部形状が不一致の車両の前面衝突等では、前述のように前後方向骨格部材に軸方向荷重が集中することも相俟ってインタラクション不足になる可能性がある。
【0006】
そこで、本発明は車両の前面衝突時には荷重を分散できて前後方向骨格部材の軸方向に荷重が集中するのを回避できると共に、ラップ率が小さな衝突でも前後方向骨格部材への軸方向荷重伝達を良好に行わせることができる車体前部構造を提供するものである。
【0007】
【課題を解決するための手段】
本発明の車体前部構造にあっては、車幅方向両側部で車体前後方向に延在する一対の前後方向骨格部材を上下方向に複数組設けてあって、
これら上下方向各組の一対の前後方向骨格部材の前端を、車幅方向に延在する車幅方向骨格部材の背面に結合して前端間を連結すると共に、
車幅方向同一側で互いに上下位置関係となる各前後方向骨格部材の前端部に同一方向に弯曲するように曲率を付与したことを特徴としている。
【0008】
【発明の効果】
本発明によれば、上下複数組の各一対の前後方向骨格部材は、車幅方向同一側で互いに上下位置関係となる各前後方向骨格部材の前端部に同一方向に弯曲するように曲率を付与してあるため、車両の前面衝突時にこれらの前後方向骨格部材の前端部がその曲率中心と反対側に倒れながら徐々に曲げ変形が進行して曲げ変形方向に衝突接触面積が増加し、この接触面積の増加方向に荷重が分散される。
【0009】
特に、上下方向各組の一対の前後方向骨格部材の前端は、車幅方向骨格部材の背面に結合してあることにより、前後方向骨格部材の前端は該車幅方向骨格部材の背面に接するように前記曲げ変形が進行して確実に衝突接触面積を増大させることができるから、これを衝突エネルギー吸収のための主要な前後方向骨格部材に適用することにより、該主要前後方向骨格部材の軸方向に荷重が集中するのを回避して車体前部の損壊度合いを低く抑制することができる。
【0010】
【発明の実施の形態】
図1は本発明の第1実施形態を適用した自動車の車体骨格構造を示す斜視図、図2は本発明の第1実施形態を示す斜視図、図3は図2におけるフロントサイドメンバとセンタークロスメンバとを示す斜視図、図4は図3の要部を示す平面図、図5はフロントサイドメンバとセンタークロスメンバとの結合部分を示す分解斜視図、図6は図5のA−A線に沿う断面図、図7はフロントサイドメンバとセンタークロスメンバとの結合部分の異なる例を示す分解斜視図、図8はフロントサイドメンバの一般部と弯曲部との結合部分を示す分解斜視図、図9は図8のB−B線に沿う断面図、図10はフロントサイドメンバの一般部と弯曲部との結合部分の異なる例を示す分解斜視図、図11は本発明の第1実施形態の作用を示す説明図、図12は本発明に対する比較例の作用を示す説明図である。
【0011】
本実施形態の車体前部構造は図1に示すように、フロントコンパートメントF.Cの左右側壁を構成するフードリッジパネル1の下端部に、車体前後方向に延在する前後方向骨格部材としてのフロントサイドメンバ2を接合配置してある。
【0012】
このフロントサイドメンバ2は車両の前面衝突時における主要なエネルギー吸収部材となるもので閉断面に形成され、その後端部はダッシュパネル13からフロアパネル6の下側に廻り込んでエクステンションサイドメンバとして後方へ延設してある。
【0013】
フードリッジパネル1の上端部には、同じく車体前後方向に延在する前後方向骨格部材としての閉断面構造のフードリッジメンバ3を接合配置してある。
【0014】
左右一対のフロントサイドメンバ2の前端部間、および左右一対のフードリッジメンバ3の前端部間に跨って、閉断面構造の車幅方向骨格部材としてのセンタークロスメンバ4、アッパークロスメンバ5を結合配置してある。
【0015】
キャビン骨格は、フロアパネル6の左右両側部に配設したサイドシル7、ルーフパネル8の左右両側部に配設したルーフサイドレール9、これらサイドシル7とルーフサイドレール9とに跨って上下方向に配設したフロントピラー10、センターピラー11、リヤピラー12の各種ピラー、およびダッシュパネル13の上端部で左右のフロントピラー10に跨って配設したカウルボックス14等により構成してある。
【0016】
前記フロントサイドメンバ2は、エクステンションサイドメンバとの連設部分でアウトリガー14を介してサイドシル7の前端部に結合してある。
【0017】
また、フードリッジメンバ3は本実施形態ではその後端部をフードリッジパネル1の骨格部であるストラットタワー1aに結合して、該ストラットタワー1aを介してカウルボックス14およびフロントピラー10に連設してある。
【0018】
また、フロントコンパートメントF.Cの底部には、パワーユニット等を搭載支持するためのサブフレーム16を配設してある。
【0019】
サブフレーム16は前後方向骨格部材としての左右のサイドフレーム17と、左右のサイドフレーム17の前端部間に跨って結合した車幅方向骨格部材としてのロアクロスメンバ18とを備え、本実施形態では左右のサイドフレーム17の後端部をリヤフレーム19で連設して平面井桁状に形成してある。
【0020】
このサブフレーム16は前記各フレーム17,19およびロアクロスメンバ18の何れも閉断面構造としてあり、サイドフレーム17の前後方向中間部をフロントサイドメンバ2の下面にマウント部材を介して結合すると共に、該サイドフレーム17の後端部をアウトリガー14の下面にマウント部材を介して結合してある。
【0021】
前記車幅方向骨格部材としてのセンタークロスメンバ4、アッパークロスメンバ5、およびロアクロスメンバ18は、図2に示すように前端位置を上下方向に揃えて配設してあり、両側部分で上下方向のステイメンバ20により結合して連設してある。
【0022】
前述の前後方向骨格部材2,3,17は、それらの前端を前記車幅方向骨格部材4,5,18の背面に結合してある。
【0023】
そして、これらの前後方向骨格部材2,3,17は、それらの前端部分に車幅方向骨格部材4,5,18との結合部分よりも車体後方位置に設定した曲率変化点Kから前端部分を、上下位置関係でそれぞれPを曲率中心として同一方向に所要の曲率を付与して弯曲させた弯曲部2A,3A,17Aを備えていて、車幅方向骨格部材4,5,18の背面4a,5a,18aと、これに対向する弯曲部2A,3A,17Aの壁面との間にくさび状の開放空間Sを形成してある。
【0024】
本実施形態では前記弯曲部2A,3A,17Aを、何れも曲率変化点Kから車幅方向内側に向けて弯曲して形成してある。
【0025】
図3〜図10に何れも前後方向骨格部材、および車幅方向骨格部材として、フロントサイドメンバ2とセンタークロスメンバ4の構造を代表して示しているが、フードリッジメンバ3とアッパークロスメンバ5、およびサイドフレーム17とロアクロスメンバ18も同様の構造が採用される。
【0026】
図5,図6に示す例では、センタークロスメンバ4の背面に平面T字状のブラケット21をボルト22固定し、該ブラケット21の受片21Aの側面に突設したプラグ部21Bに弯曲部2Aの端末開口を嵌合すると共に、その周縁部を受片21Aに溶接して、センタークロスメンバ4とフロントサイドメンバ2とを結合している。
【0027】
また、図7に示す例では、センタークロスメンバ4の背面に複数のスタッドボルト23を配設し、弯曲部2Aの対向面に設けたボルト挿通孔24をこのスタッドボルト23に挿通してナット25で締結することにより、センタークロスメンバ4とフロントサイドメンバ2とを結合している。
【0028】
フロントサイドメンバ2の弯曲部2Aは一般部2Bと一体成形してもよいが、図8〜図10の例では弯曲部2Aを例えば曲率変化点K部分を境として一般部2Bと別体に形成して、該一般部2Bの前端部に結合するようにしている。
【0029】
図8、図9に示す例では、一般部2Bの前端部に板厚相当の段差をもって小径部2B′を形成し、該小径部2B′を弯曲部2Aの後端末開口に嵌合すると共に、その差込み周縁部を溶接してこれら弯曲部2Aと一般部2Bとを結合している。
【0030】
図10に示す例では、弯曲部2Aの後端末に複数のスタッドボルト27を突設した端蓋26を固設する一方、一般部2Bの前端末に複数のボルト挿通孔28aを設けた端蓋28を固設し、これらボルト挿通孔28aをスタッドボルト27に挿通して端蓋26,28同士を突合わせて、ナット29で締結することによってこれら弯曲部2Aと一般部2Bとを結合している。
【0031】
一方、車幅方向骨格部材である前記センタークロスメンバ4、アッパークロスメンバ5、ロアクロスメンバ18は、少なくとも前後方向骨格部材であるフロントサイドメンバ2、フードリッジメンバ3、サイドフレーム17の前端を結合する両側端部を、平面視して車体後方に向けて弯曲して形成してある。
【0032】
以上の実施形態の構造によれば、上下方向に複数組配設した各一対の前後方向骨格部材であるフロントサイドメンバ2、フードリッジメンバ3、およびサイドフレーム17の各前端部には、上下位置関係で同一方向に曲率を付与して弯曲させた弯曲部2A,3A,17Aを備えているため、車両の前面衝突時にこれらの前後方向骨格部材の前端部がその曲率中心と反対側に倒れながら徐々に曲げ変形が進行して曲げ変形方向に衝突接触面積が増加し、この接触面積の増加方向に荷重が分散される。
【0033】
これは、例えば車両の前面衝突時における主要なエネルギー吸収部材として機能する前後方向骨格部材であるフロントサイドメンバ2にあっては、その前端を車幅方向骨格部材であるセンタークロスメンバ4の背面4aに結合してあって、この背面4aとこれに対向する前記弯曲部2Aの対向壁面との間にくさび状の開放空間Sが存在しているため、車両の前面衝突時に図11の(A)に示す状態から(B)に示すように、センタークロスメンバ4の後退に伴ってその背面4aに対して前記弯曲部2Aの対向壁面が該背面4aに接するように倒れながら徐々に曲げ変形が進行し、弯曲部2Aの曲率中心Pと反対側の部分で衝突接触面積SAが図11のLaからLbへと確実に拡大して、この接触面積SAの増加方向に荷重が分散されてフロントサイドメンバ2の軸方向に荷重が集中するのを回避することができる。
【0034】
図12は本発明の対比例の作用を示しており、この対比例はフロントサイドメンバ2′をその先端に至るまで直状に形成して、この先端をセンタークロスメンバ4′の背面4a′に結合して構成したもので、この対比例の構造では車両の前面衝突時にセンタークロスメンバ4′が後退すると、フロントサイドメンバ2′は図12の(A)に示す状態から(B)に示すように、その先端部分が軸方向に蛇腹状に座屈変形するようになり、該フロントサイドメンバ2′の前端の衝突接触面積SA′は同図の(C)に示すように変形前と殆んど変わらず、フロントサイドメンバ2の軸方向に荷重が集中する傾向となる。
【0035】
本実施形態にあっては、フードリッジメンバ3およびサイドフレーム17も、それらの前端をアッパークロスメンバ5、ロアクロスメンバ18の各背面に結合して、フロントサイドメンバ2とセンタークロスメンバ4との関係と同様構造としてあるため、前記衝突接触面積の拡大作用はこれらフードリッジメンバ3およびサイドフレーム17においても全く同様に確実に行われる。
【0036】
この結果、衝突物Mの衝突初期では前記弯曲部2A,3A,17Aが曲げ変形し、該弯曲部2A,3A,17Aがそれらの曲率変化点Kまで曲げ変形すると、続いて一般部2B,3B,17Bが軸方向に蛇腹状に座屈変形を開始し、これら曲げ変形と軸圧潰変形とによって効率よく衝突エネルギーを吸収する。
【0037】
しかも、前述のように前後方向骨格部材2,3,17への軸方向の荷重集中を回避するため、車体前部の損壊度合いを小さく抑制することができ、衝突物Mが車両であった場合には、相対的にこの相手車両の損壊度合いも小さく抑制することができる。
【0038】
また、前述のように前記弯曲部2A,3A,17Aがくさび状の開放空間Sの部分で曲げ変形して、該開放空間S側で衝突接触面積を拡大できるため、自車両と相手車両の前後方向骨格部材同士のラップ率が小さな衝突であっても、この衝突接触面積の拡大により前後方向骨格部材2,3,17に軸方向荷重を確実に伝達させて、効率的な衝突エネルギー吸収機能を発揮させることができる。
【0039】
特に、本実施形態では前記弯曲部2A,3A,17Aを、曲率変化点Kから車幅方向内側に向けて弯曲して形成してあるため、自車両の前後方向骨格部材2,3,17に対して相手車両の前後方向骨格部材が車幅方向外側にずれていても、前記弯曲部2A,3A,17Aの曲げ変形によって衝突接触面積が時間とともに車幅方向外側に向けて拡大することにより、前後方向骨格部材相互に軸方向荷重を安定して作用させることができる。
【0040】
とりわけ、本実施形態では車幅方向骨格部材4,5,18の両側端部を平面視して車体後方に向けて弯曲して形成してあるため、前記車幅方向外側に向けての衝突接触面積の拡大をより良好に行わせることができる。
【0041】
また、このような衝突性能上の効果とは別に、弯曲部2A,3A,17Aをほぼ曲率変化点Kを境として一般部2B,3B,17Bと別体に形成してあるので、これら弯曲部2A,3A,17Aを要求特性に応じた曲率で容易に形成することができる。
【0042】
図13は本発明の第2実施形態を示すもので、本図では前後方向骨格部材および車幅方向骨格部材として、フロントサイドメンバ2とセンタークロスメンバ4とを代表して示しているが、フードリッジメンバ3、サイドフレーム17に関しても同様の構造が採られる。
【0043】
この第2実施形態ではフロントサイドメンバ2の弯曲部2Aを、曲率変化点Kから車幅方向外側に向けて弯曲して形成してあって、その他の構成については前記第1実施形態と同様である。
【0044】
従って、この第2実施形態の構造によれば、前記第1実施形態と同様の作用効果が得られるが、本実施形態ではくさび状の開放空間Sが車幅方向内側に形成されて、弯曲部2Aの曲げ変形による衝突接触面積の拡大化が車幅中央に向けて行われるため、前面衝突時に自車両のフロントサイドメンバ2に対して相手車両のフロントサイドメンバが車幅中央側にずれていても、前記弯曲部2Aの曲げ変形による車幅中央側への衝突接触面積の拡大により、フロントサイドメンバ相互に軸方向荷重を安定して作用させることができる。
【0045】
図14は本発明の第3実施形態を示すもので、本図では前後方向骨格部材および車幅方向骨格部材として、フロントサイドメンバ2とセンタークロスメンバ4とを代表して示しているが、フードリッジメンバ3、サイドフレーム17に関しても同様の構造が採られる。
【0046】
この第3実施形態ではフロントサイドメンバ2の弯曲部2Aを、曲率変化点Kから上方向に向けて弯曲して形成してあって、その他の構成については前記第1実施形態と同様である。
【0047】
従って、この第3実施形態によれば、前記第1実施形態と同様の作用効果が得られるが、本実施形態ではくさび状の開放空間Sが下側に形成されて、弯曲部2Aの曲げ変形による衝突接触面積の拡大化が下側に向けて行われるため、前面衝突時に自車両のフロントサイドメンバ2に対して相手車両のフロントサイドメンバ2が下側にずれていても、前記弯曲部2Aの曲げ変形による下側への衝突接触面積の拡大により、フロントサイドメンバ相互に軸方向荷重を安定して作用させることができる。
【0048】
図15は本発明の第4実施形態を示すもので、本図では前後方向骨格部材および車幅方向骨格部材として、フロントサイドメンバ2とセンタークロスメンバ4とを代表して示しているが、フードリッジメンバ3、サイドフレーム17に関しても同様の構造が採られる。
【0049】
この第4実施形態ではフロントサイドメンバ2の弯曲部2Aを、曲率変化点Kから下方向に向けて弯曲して形成してあって、その他の構成については前記第1実施形態と同様である。
【0050】
従って、この第4実施形態の構造によれば、前記第1実施形態と同様の作用効果が得られるが、本実施形態ではくさび状の開放空間Sが上側に形成されて、弯曲部2Aの曲げ変形による衝突接触面積の拡大化が上側に向けて行われるため、前面衝突時に自車両のフロントサイドメンバ2に対して相手車両のフロントサイドメンバが上側にずれていても、前記弯曲部2Aの曲げ変形による上側への衝突接触面積の拡大により、フロントサイドメンバ相互に軸方向荷重を安定して作用させることができる。
【0051】
ところで、本発明の車体前部構造を前期実施形態を例にとって説明したが、この実施形態に限ることなく本発明の要旨を逸脱しない範囲で他の実施形態を各種採ることができる。
【図面の簡単な説明】
【図1】本発明の第1実施形態を採用した自動車の車体骨格構造を示す斜視図。
【図2】本発明の第1実施形態を示す斜視図。
【図3】図2におけるフロントサイドメンバとセンタークロスメンバとを示す斜視図。
【図4】図3の要部を示す平面図。
【図5】フロントサイドメンバとセンタークロスメンバとの結合部分を示す分解斜視図。
【図6】図5のA−A線に沿う断面図。
【図7】フロントサイドメンバとセンタークロスメンバとの結合部分の異なる例を示す分解斜視図。
【図8】フロントサイドメンバの一般部と弯曲部との結合部分を示す分解斜視図。
【図9】図8のB−B線に沿う断面図。
【図10】フロントサイドメンバの一般部と弯曲部との結合部分の異なる例を示す分解斜視図。
【図11】本発明の第1実施形態の作用を示す説明図。
【図12】本発明に対する比較例の作用を示す説明図。
【図13】本発明の第2実施形態におけるフロントサイドメンバとセンタークロスメンバとを示す斜視図。
【図14】本発明の第3実施形態におけるフロントサイドメンバとセンタークロスメンバとを示す斜視図。
【図15】本発明の第4の実施形態におけるフロントサイドメンバとセンタークロスメンバとを示す斜視図。
【符号の説明】
1…フードリッジパネル
2…フロントサイドメンバ(前後方向骨格部材)
2A…弯曲部
2B…一般部
3…フードリッジメンバ(前後方向骨格部材)
3A…弯曲部
3B…一般部
4…センタークロスメンバ(車幅方向骨格部材)
4a…背面
5…アッパークロスメンバ(車幅方向骨格部材)
5a…背面
16…サブフレーム
17…サイドフレーム(前後方向骨格部材)
17A…弯曲部
17B…一般部
18…ロアクロスメンバ(車幅方向骨格部材)
18a…背面
F・C…フロントコンパートメント
K…曲率変化点
S…くさび状の開放空間
P…曲率中心
[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle body front structure.
[0002]
[Prior art]
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).
[0003]
[Patent Document 1]
JP 2002-356179 A (page 3, FIG. 4)
[0004]
[Problems to be solved by the invention]
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 front-rear frame member as described above. However, a load is applied in the axial direction of the front-rear frame member at the frontal collision. It tends to concentrate.
[0005]
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.
[0006]
Therefore, the present invention can distribute the load at the time of a frontal collision of the vehicle and can prevent the load from concentrating in the axial direction of the longitudinal frame member, and can transmit the axial load to the longitudinal frame member even in a collision with a small lap ratio. It is an object of the present invention to provide a front body structure that can be satisfactorily performed.
[0007]
[Means for Solving the Problems]
In the vehicle body front structure of the present invention, a plurality of pairs of front and rear direction skeleton members extending in the vehicle body front and rear direction at both sides in the vehicle width direction are provided in the vertical direction,
The front ends of a pair of front and rear direction skeleton members of each set in the vertical direction are coupled to the back surface of the vehicle width direction skeleton members extending in the vehicle width direction and connected between the front ends.
It is characterized in that a curvature is given to the front end portions of the front and rear direction skeleton members which are in the vertical position relative to each other on the same side in the vehicle width direction so as to bend in the same direction.
[0008]
【The invention's effect】
According to the present invention, each of the pair of front and rear skeleton members in a plurality of upper and lower sets is provided with a curvature so as to bend in the same direction at the front end portion of each of the front and rear skeleton members that are in the vertical relationship with each other on the same side in the vehicle width direction. Therefore, at the time of a frontal collision of the vehicle, the front end portion of these front and rear direction skeleton members collapses to the opposite side to the center of curvature, and the bending deformation gradually proceeds to increase the collision contact area in the bending deformation direction. The load is distributed in the increasing direction of the area.
[0009]
In particular, the front ends of the pair of front and rear skeleton members of each pair in the vertical direction are coupled to the back surface of the vehicle width direction skeleton member so that the front ends of the front and rear direction skeleton members are in contact with the back surface of the vehicle width direction skeleton member. Since the bending deformation can proceed and the collision contact area can be reliably increased, the axial direction of the main front-rear skeleton member can be obtained by applying this to the main front-rear skeleton member for absorbing the collision energy. It is possible to prevent the load from being concentrated on the vehicle body and to suppress the degree of damage to the front portion of the vehicle body.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a perspective view showing a vehicle body skeleton structure to which the first embodiment of the present invention is applied, FIG. 2 is a perspective view showing the first embodiment of the present invention, and FIG. 3 is a front side member and a center cross in FIG. 4 is a plan view showing the main part of FIG. 3, FIG. 5 is an exploded perspective view showing a connecting portion between the front side member and the center cross member, and FIG. 6 is an AA line in FIG. FIG. 7 is an exploded perspective view showing a different example of the coupling portion between the front side member and the center cross member, and FIG. 8 is an exploded perspective view showing the coupling portion between the general portion and the bent portion of the front side member. 9 is a cross-sectional view taken along line B-B in FIG. 8, FIG. 10 is an exploded perspective view showing a different example of the coupling portion between the general portion and the bent portion of the front side member, and FIG. 11 is a first embodiment of the present invention. FIG. 12 shows the operation of the present invention. Is an explanatory view showing an operation of a comparative example against.
[0011]
As shown in FIG. A front side member 2 as a longitudinal frame member extending in the longitudinal direction of the vehicle body is joined and disposed at the lower end of the hood ridge panel 1 constituting the left and right side walls of C.
[0012]
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.
[0013]
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.
[0014]
A center cross member 4 and an upper cross member 5 as a vehicle width direction skeleton member having a closed cross-section structure are coupled across 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. It is arranged.
[0015]
The cabin skeleton is arranged in a 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.
[0016]
The front side member 2 is connected to the front end portion of the side sill 7 via an outrigger 14 at a portion where it is connected to the extension side member.
[0017]
Further, in this embodiment, the hood ridge member 3 is connected at its rear end to a strut tower 1a which is a skeleton part of the hood ridge panel 1, and is connected to the cowl box 14 and the front pillar 10 via the strut tower 1a. It is.
[0018]
Front compartment F.F. At the bottom of C, a sub-frame 16 for mounting and supporting a power unit and the like is disposed.
[0019]
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 to each other by a rear frame 19 and are formed in a plane well shape.
[0020]
The sub-frame 16 has a closed cross-sectional structure for each of the frames 17, 19 and the lower cross member 18, and connects the middle part 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 14 via a mount member.
[0021]
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 in the vertical direction as shown in FIG. The stay members 20 are connected and connected.
[0022]
The front and rear direction skeleton members 2, 3, and 17 have their front ends coupled to the back surfaces of the vehicle width direction skeleton members 4, 5, and 18.
[0023]
And these front-back direction frame members 2, 3, and 17 have the front-end part from the curvature change point K set in the vehicle body rear position rather than the coupling | bond part with the vehicle width direction frame members 4, 5, and 18 in those front-end parts. And curved portions 2A, 3A, and 17A that are bent by giving a required curvature in the same direction with P as the center of curvature in the vertical position, and the rear surfaces 4a of the vehicle width direction skeleton members 4, 5, and 18, respectively. A wedge-shaped open space S is formed between 5a, 18a and the wall surfaces of the curved portions 2A, 3A, 17A facing the same.
[0024]
In the present embodiment, the bent portions 2A, 3A, and 17A are all bent from the curvature change point K toward the inside in the vehicle width direction.
[0025]
FIGS. 3 to 10 show the structures of the front side member 2 and the center cross member 4 as the front-rear direction frame member and the vehicle width direction frame member, but the hood ridge member 3 and the upper cross member 5 are representative. The side frame 17 and the lower cross member 18 have the same structure.
[0026]
In the example shown in FIGS. 5 and 6, a flat T-shaped bracket 21 is fixed to the back surface of the center cross member 4 with bolts 22, and a bent portion 2 </ b> A is provided on a plug portion 21 </ b> B projecting from a side surface of a receiving piece 21 </ b> A of the bracket 21. The center cross member 4 and the front side member 2 are coupled to each other by fitting the terminal opening thereof and welding the peripheral portion thereof to the receiving piece 21A.
[0027]
Further, in the example shown in FIG. 7, a plurality of stud bolts 23 are disposed on the back surface of the center cross member 4, and a bolt insertion hole 24 provided on the opposing surface of the bent portion 2 </ b> A is inserted into the stud bolt 23 to be nut 25. The center cross member 4 and the front side member 2 are joined together by fastening at.
[0028]
The bent portion 2A of the front side member 2 may be integrally formed with the general portion 2B. However, in the example of FIGS. 8 to 10, the bent portion 2A is formed separately from the general portion 2B, for example, at the curvature change point K. And it is made to couple | bond with the front-end part of this general part 2B.
[0029]
In the example shown in FIGS. 8 and 9, a small diameter portion 2B ′ is formed with a step corresponding to the plate thickness at the front end portion of the general portion 2B, and the small diameter portion 2B ′ is fitted to the rear terminal opening of the bent portion 2A. The bent peripheral portion is welded to join the bent portion 2A and the general portion 2B.
[0030]
In the example shown in FIG. 10, an end cover 26 in which a plurality of stud bolts 27 project from the rear end of the bent portion 2A is fixed, while a plurality of bolt insertion holes 28a are provided in the front end of the general portion 2B. 28 are fixed, these bolt insertion holes 28a are inserted into the stud bolts 27, the end covers 26 and 28 are brought into contact with each other, and fastened with a nut 29 to connect the bent portion 2A and the general portion 2B. Yes.
[0031]
On the other hand, the center cross member 4, the upper cross member 5, and the lower cross member 18 that are vehicle width direction skeleton members are coupled to at least the front side members 2, hood ridge members 3, and side frames 17 that are front and rear direction skeleton members. Both side end portions are bent toward the rear of the vehicle body in plan view.
[0032]
According to the structure of the above embodiment, the front side member 2, the hood ridge member 3, and the front end portions of the side frames 17 which are each a pair of front and rear direction skeleton members arranged in the vertical direction are arranged at the vertical positions. Since the curved portions 2A, 3A, and 17A that are bent by giving a curvature in the same direction are provided, the front end portions of these front and rear skeletal members are tilted to the opposite side from the center of curvature at the time of frontal collision of the vehicle. The bending deformation gradually proceeds, the collision contact area increases in the bending deformation direction, and the load is distributed in the increasing direction of the contact area.
[0033]
For example, in the case of the front side member 2 that is a longitudinal skeleton member that functions as a main energy absorbing member during a frontal collision of a vehicle, the front end of the front side member 2 is the rear surface 4a of the center cross member 4 that is a vehicle width direction skeleton member. 11A and 11B, a wedge-shaped open space S exists between the back surface 4a and the opposing wall surface of the curved portion 2A facing the back surface 4a. As shown in (B), as the center cross member 4 is retracted, bending deformation proceeds gradually while the opposite wall surface of the bent portion 2A is in contact with the back surface 4a with respect to the back surface 4a. Then, the collision contact area SA is surely expanded from La to Lb in FIG. 11 at the portion opposite to the center of curvature P of the bent portion 2A, and the load is dispersed in the increasing direction of the contact area SA. Load in the axial direction of the side member 2 can be prevented from concentrating.
[0034]
FIG. 12 shows the comparative operation of the present invention. In this comparative example, the front side member 2 'is formed in a straight shape up to its tip, and this tip is placed on the back surface 4a' of the center cross member 4 '. In this comparative structure, when the center cross member 4 ′ moves backward during a frontal collision of the vehicle, the front side member 2 ′ is changed from the state shown in FIG. Further, the front end portion of the front side member 2 'is buckled and deformed in an accordion shape in the axial direction, and the front end of the front side member 2' has a collision contact area SA 'as shown in FIG. The load tends to concentrate in the axial direction of the front side member 2 without change.
[0035]
In the present embodiment, the hood ridge member 3 and the side frame 17 are also connected to the back surfaces of the upper cross member 5 and the lower cross member 18 so that the front side member 2 and the center cross member 4 are connected to each other. Since the structure is the same as that of the relationship, the action of expanding the collision contact area is reliably performed in the hood ridge member 3 and the side frame 17 in exactly the same manner.
[0036]
As a result, the bent portions 2A, 3A, and 17A are bent and deformed at the initial stage of the collision of the collision object M, and when the bent portions 2A, 3A, and 17A are bent and deformed to the curvature change point K, the general portions 2B and 3B are subsequently generated. , 17B starts buckling deformation in an accordion shape in the axial direction, and efficiently absorbs collision energy by these bending deformation and axial crushing deformation.
[0037]
In addition, as described above, in order to avoid load concentration in the axial direction on the longitudinal skeleton members 2, 3, and 17, the degree of damage at the front of the vehicle body can be suppressed to a small level, and the collision object M is a vehicle. Therefore, the degree of damage of the opponent vehicle can be relatively suppressed.
[0038]
Further, as described above, the bent portions 2A, 3A, and 17A are bent and deformed in the wedge-shaped open space S, so that the collision contact area can be increased on the open space S side. Even in the case of a collision with a small lap ratio between the directional skeleton members, the expansion of the collision contact area ensures that the axial load is transmitted to the front and rear skeleton members 2, 3, and 17, thereby providing an efficient collision energy absorption function. It can be demonstrated.
[0039]
In particular, in the present embodiment, the bent portions 2A, 3A, and 17A are formed by bending from the curvature change point K toward the inside in the vehicle width direction. On the other hand, even if the front-rear direction skeleton member of the opponent vehicle is displaced outward in the vehicle width direction, the collision contact area is expanded toward the outer side in the vehicle width direction over time due to the bending deformation of the bent portions 2A, 3A, 17A, Axial loads can be stably applied to the front and rear skeleton members.
[0040]
In particular, in the present embodiment, both side ends of the vehicle width direction skeleton members 4, 5, and 18 are formed by bending toward the rear of the vehicle body in plan view, so that the collision contact toward the outside in the vehicle width direction is performed. The area can be enlarged more favorably.
[0041]
In addition to the effects on the collision performance, 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. 2A, 3A, and 17A can be easily formed with a curvature according to required characteristics.
[0042]
FIG. 13 shows a second embodiment of the present invention. In this figure, the front side member 2 and the center cross member 4 are shown as the front-rear direction frame member and the vehicle width direction frame member, but the hood The ridge member 3 and the side frame 17 have the same structure.
[0043]
In the second embodiment, the bent portion 2A of the front side member 2 is formed by bending from the curvature change point K toward the outer side in the vehicle width direction, and the other configurations are the same as in the first embodiment. is there.
[0044]
Therefore, according to the structure of the second embodiment, the same effect as that of the first embodiment can be obtained. However, in this embodiment, the wedge-shaped open space S is formed on the inner side in the vehicle width direction, and the curved portion is formed. Since the collision contact area is expanded toward the vehicle width center by bending deformation of 2A, the front side member of the opponent vehicle is shifted toward the vehicle width center side with respect to the front side member 2 of the own vehicle at the time of frontal collision. In addition, by increasing the collision contact area toward the vehicle width center side by bending deformation of the bent portion 2A, the axial load can be stably applied to the front side members.
[0045]
FIG. 14 shows a third embodiment of the present invention. In this figure, the front side member 2 and the center cross member 4 are shown as the front-rear direction frame member and the vehicle width direction frame member, but the hood The ridge member 3 and the side frame 17 have the same structure.
[0046]
In the third embodiment, the bent portion 2A of the front side member 2 is formed by bending upward from the curvature change point K, and the other configurations are the same as in the first embodiment.
[0047]
Therefore, according to the third embodiment, the same effects as those of the first embodiment can be obtained. However, in this embodiment, the wedge-shaped open space S is formed on the lower side, and the bending portion 2A is bent and deformed. Since the collision contact area is expanded downward by the above-mentioned, even if the front side member 2 of the opponent vehicle is shifted downward relative to the front side member 2 of the own vehicle at the time of a frontal collision, the bent portion 2A By expanding the collision contact area to the lower side due to the bending deformation, the axial load can be stably applied to the front side members.
[0048]
FIG. 15 shows a fourth embodiment of the present invention. In this figure, the front side member 2 and the center cross member 4 are shown as the front and rear direction skeleton members and the vehicle width direction skeleton members, but the hood The ridge member 3 and the side frame 17 have the same structure.
[0049]
In the fourth embodiment, the bent portion 2A of the front side member 2 is formed by bending downward from the curvature change point K, and the other configurations are the same as in the first embodiment.
[0050]
Therefore, according to the structure of the fourth embodiment, the same effect as that of the first embodiment can be obtained. However, in this embodiment, the wedge-shaped open space S is formed on the upper side, and the bent portion 2A is bent. Since the collision contact area is expanded upward by deformation, even if the front side member of the opponent vehicle is displaced upward with respect to the front side member 2 of the own vehicle at the time of a frontal collision, the bending portion 2A is bent. Due to the expansion of the collision contact area on the upper side due to the deformation, the axial load can be stably applied to the front side members.
[0051]
By the way, although the vehicle body front part structure of the present invention has been described by taking the previous embodiment as an example, the present invention is not limited to this embodiment, and various other embodiments can be adopted without departing from the gist of the present invention.
[Brief description of the drawings]
FIG. 1 is a perspective view showing a vehicle body frame structure of an automobile adopting a first embodiment of the present invention.
FIG. 2 is a perspective view showing a first embodiment of the present invention.
3 is a perspective view showing a front side member and a center cross member in FIG. 2. FIG.
4 is a plan view showing the main part of FIG. 3;
FIG. 5 is an exploded perspective view showing a connecting portion between a front side member and a center cross member.
6 is a cross-sectional view taken along line AA in FIG.
FIG. 7 is an exploded perspective view showing a different example of the coupling portion between the front side member and the center cross member.
FIG. 8 is an exploded perspective view showing a joint portion between a general portion and a bent portion of the front side member.
9 is a sectional view taken along line BB in FIG.
FIG. 10 is an exploded perspective view showing a different example of the connecting portion between the general portion and the bent portion of the front side member.
FIG. 11 is an explanatory view showing the operation of the first embodiment of the present invention.
FIG. 12 is an explanatory diagram showing the operation of a comparative example with respect to the present invention.
FIG. 13 is a perspective view showing a front side member and a center cross member in a second embodiment of the present invention.
FIG. 14 is a perspective view showing a front side member and a center cross member according to a third embodiment of the present invention.
FIG. 15 is a perspective view showing a front side member and a center cross member according to a fourth embodiment of the present 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 ... Back surface 5 ... Upper cross member (skeleton member in the vehicle width direction)
5a ... Back 16 ... Sub-frame 17 ... Side frame (back and forth frame member)
17A ... Curved part 17B ... General part 18 ... Lower cross member (vehicle width direction skeleton member)
18a ... Back F / C ... Front compartment K ... Curvature change point S ... Wedge-shaped open space P ... Center of curvature

Claims (5)

フロントコンパートメントの車幅方向両側部で車体前後方向に延在する一対の前後方向骨格部材を上下方向に複数組設け、
これら上下方向各組の一対の前後方向骨格部材の前端を、車幅方向に延在する車幅方向骨格部材の背面に結合して前端間を連結すると共に、
車幅方向同一側で互いに上下位置関係となる各前後方向骨格部材の前端部に同一方向に弯曲するように曲率を付与したことを特徴とする車体前部構造。
A plurality of pairs of longitudinal skeleton members extending in the longitudinal direction of the vehicle body on both sides in the vehicle width direction of the front compartment are provided in the vertical direction,
The front ends of a pair of front and rear direction skeleton members of each set in the vertical direction are coupled to the back surface of the vehicle width direction skeleton members extending in the vehicle width direction and connected between the front ends.
A vehicle body front structure characterized in that a curvature is imparted so as to bend in the same direction at the front end portions of the front and rear direction skeleton members that are in a vertical positional relationship with each other on the same side in the vehicle width direction .
前後方向骨格部材の前端部に弯曲するように付与した曲率を、車幅方向内側に一致させたことを特徴とする請求項1に記載の車体前部構造。The vehicle body front part structure according to claim 1, wherein a curvature imparted to the front end portion of the front-rear direction skeleton member is made to coincide with a vehicle width direction inner side. 前後方向骨格部材の前端部に弯曲するように付与した曲率を、車幅方向外側に一致させたことを特徴とする請求項1に記載の車体前部構造。The vehicle body front part structure according to claim 1, wherein a curvature imparted to the front end portion of the front-rear direction skeleton member is made to coincide with an outer side in the vehicle width direction. 前後方向骨格部材の前端部に弯曲するように付与した曲率を、上方向に一致させたことを特徴とする請求項1に記載の車体前部構造。The vehicle body front part structure according to claim 1, wherein a curvature applied to the front end portion of the front-rear direction skeleton member is made to coincide with the upper direction. 前後方向骨格部材の前端部に弯曲するように付与した曲率を、下方向に一致させたことを特徴とする請求項1に記載の車体前部構造。The vehicle body front part structure according to claim 1, wherein the curvature applied to the front end portion of the front-rear direction skeleton member is made to coincide with the lower direction.
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