JP5027684B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure, and more particularly, to a vehicle body front structure that can exhibit good shock absorption with a short stroke.

A bumper is usually provided at the front of the vehicle in order to mitigate the impact applied to the pedestrian leg when the traveling vehicle and the pedestrian leg collide. As such a bumper, a bumper beam extending in the vehicle width direction at the front of the vehicle is covered with a bumper face (bumper cover), and an impact absorbing material is provided between the bumper beam and the bumper face (that is, in front of the bumper beam). Is known (Patent Document 1). In the automobile bumper described in Patent Document 1, in order to relieve the bending of the knee joint and the lower leg when the bumper collides with the pedestrian leg, the vehicle width direction is provided below the bumper beam and the shock absorber. It has been proposed to provide a lower reinforcing member that extends in the direction of the vehicle and has a polygonal cross-sectional shape in the vehicle longitudinal direction. When impacted by a collision from the front of the vehicle, the lower reinforcing member deforms as a polygonal line that passes through the top of the polygon and extends in the vehicle width direction, and only the front part of the lower reinforcing member is crushed and the rear part is not crushed and maintains its shape. To do. As a result, the cross-sectional shape of the lower reinforcing member has a trumpet shape with the front spread, and the lower leg portion of the pedestrian is received by the front surface with the lower reinforcing member spread, so that the load on the lower leg portion is dispersed.
JP 2005-297726 A

  However, in the automotive bumper described in Patent Document 1, the lower reinforcing member has a load-deformation amount characteristic in which the increase in load reaches a peak with respect to the deformation amount greater than or equal to a predetermined value (Patent Document 1). , FIG. 11). Therefore, in order to absorb a lot of impact energy, the deformation amount (or stroke) of the lower reinforcing member needs to be increased. On the other hand, in a small vehicle such as a light vehicle, the space in the front portion of the vehicle is small, and it is difficult to ensure a long stroke for absorbing shock. Patent Document 1 also proposes adjusting the shape of a polygonal cross section to adjust the strength of the lower reinforcing member (setting the inner angle of the polygon). It takes a lot of effort.

  The present invention has been made to solve the above-mentioned problems of the prior art, and its main purpose is to be effective with a short stroke even when it is difficult to ensure a long stroke, such as a small car. It is an object of the present invention to provide a vehicle body front structure that can absorb shocks and can easily adjust shock absorbing characteristics.

In order to solve the above problems, according to the present invention, a cross member (35) extending in the vehicle width direction at the front portion of the vehicle, and extending in the vehicle width direction and attached to the front side of the cross member. A hollow safety frame (40),
The safety frame includes an upper wall (41) and a lower wall (42) that face each other, and a front wall that is integrally connected to the upper wall and the lower wall and forms a rounded front end that is closed and protrudes forward. 43) and has a rear end portion of the safety frame is open, the rear end portion of the front Stories on and lower walls are attached respectively to the upper and lower surfaces of said cross member, said safety frame Reinforcing plates (51) are spaced apart from the front end by a predetermined distance toward the rear of the vehicle , and spaced apart by a predetermined distance from the front edge of the attachment portion between the safety frame and the cross member toward the front of the vehicle. , 52) are attached, when the impact load from the vehicle front to the safety frame is input in a state where the upper and lower walls by the reinforcing plate is generally retains the original shape, the front end ulcers The front wall becomes flat, and the bending points formed at the upper and lower corners between the upper and lower walls and the front wall move upward and downward, and the flat portion by the front wall A vehicle body front structure is provided that absorbs a collision load by causing deformation in which the cross-sectional shape of the safety frame is substantially trapezoidal in the vehicle vertical direction .

Safety frame as this can suitably be formed from a metallic material. In a preferred embodiment, the cross member and the safety frame attached in front of the cross member are provided below a bumper beam extending in the vehicle width direction at the front portion of the vehicle.

  According to the vehicle body front structure according to the present invention, the reinforcing plate is attached to each of the upper wall and the lower wall of the safety frame at a predetermined distance from the front end of the safety frame attached to the front side of the cross member. When the vehicle collides with the pedestrian's leg, the load gradually rises without reaching a peak with respect to the deformation amount of the safety frame, so that the impact can be effectively absorbed even with a short stroke. Moreover, the load characteristic with respect to the deformation | transformation amount of a safety frame can be easily adjusted by changing the dimension (thickness or width) and material of a reinforcement plate. Furthermore, in the event of a collision, the front end portion of the safety frame to which the reinforcing plate is not attached is crushed and widened to form a leg receiving surface with a large area, and the force applied to the pedestrian leg is distributed to reduce the impact. be able to.

  The rear end of the safety frame is opened (that is, the cross section of the safety frame in the longitudinal direction of the vehicle is generally U-shaped), and the rear end portions of the upper and lower walls are attached to the upper and lower surfaces of the cross member, respectively. If this is done, it is possible to easily attach the safety frame firmly to the cross member. If the front wall of the safety frame is rounded and protrudes forward, it is possible to effectively generate a force that expands the front side portion of the safety frame in the vertical direction when it collides with the pedestrian leg. When the safety frame is formed of a metal material, a gently rising load can be effectively generated without brittle fracture at the time of collision. When a cross member and a safety frame attached to the front of the cross member are provided below the bumper beam, the safety frame works as a so-called lower bumper. can do.

  Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

  FIG. 1 is a perspective view of an entire passenger car-type automobile to which the present invention is applied as viewed obliquely from the front, FIG. 2 is a schematic cross-sectional view of the front portion of FIG. 1 in the vehicle front-rear direction, and FIG. FIG. 3 is an enlarged perspective view of the safety frame shown in FIG. 2. As shown in FIG. 1, the vehicle body structure of the present embodiment has left and right front side frames 11, 12 extending in the longitudinal direction of the vehicle body, and front ends of the front side frames 11, 12 (vehicle body) as a skeleton member at the front of the vehicle body. Front bumper beams 13 are connected to each other on the front side, and an engine room 14 is defined inside them. Left and right extensions 30 extending in front of the vehicle body are coupled to the front side of the front side frames 11 and 12, and both left and right ends of the front bumper beam 13 are coupled to the front side portion of each extension 30. The left and right front side frames 11 and 12 are fixedly joined at their rear ends to the front ends of the left and right side sill members 17 and 18 by outriggers 15 and 16, respectively. Although not shown in FIG. 1, the front surface of the vehicle body is covered with a bumper face 20 that extends substantially vertically below the headlight 21 as shown in FIG. An impact absorbing member (not shown) made of, for example, foamed resin may be provided between the bumper beam 13 and the bumper face 20.

  A rectangular front bulkhead 31 is disposed between the front end portions of the left and right front side frames 11 and 12 as a whole. The front bulkhead 31 includes left and right vertical members 32 and 33 extending in the vertical direction of the vehicle body along inner surfaces of front ends of the left and right front side frames 11 and 12, and upper end portions of the left and right vertical members 32 and 33. It has upper and lower cross members 34 and 35 extending in the vehicle width direction so as to connect each other and the lower ends. These members 32 to 35 are welded together to form an integrated front bulkhead 31. The front bulkhead 31 is coupled to the left and right front side frames 11 and 12 by welding or the like.

  A hollow safety frame 40 extending in the vehicle width direction is attached to the front side of the lower cross member 35 of the front bulkhead 31. Therefore, in this embodiment, the safety frame 40 is located below the bumper beam 13 and functions to alleviate bending of the knee joint portion and lower leg portion of the pedestrian when the vehicle collides with the pedestrian.

  As well shown in the schematic cross-sectional view of FIG. 2 and the enlarged perspective view of FIG. 3, the safety frame 40 is integrally formed with the upper wall 41 and the lower wall 42 facing each other, and the upper wall 41 and the lower wall 42. A front wall 43 that is connected and forms a closed front end, and is attached to the lower cross member 35 on the rear end side of the upper wall 41 and the lower wall 42. In this embodiment, the rear end side of the safety frame 40 is open, and the cross-sectional shape in the vehicle front-rear direction (that is, the cross-sectional shape cut by a plane perpendicular to the vehicle width direction) is generally U-shaped. . The front wall 43 has a rounded shape that protrudes forward. Such a safety frame 40 can be suitably formed by bending a flat metal plate made of, for example, steel.

  As shown in FIGS. 2 and 3, a part of the upper wall 41 and the lower wall 42 of the safety frame 40 overlaps with the upper and lower surfaces of the lower cross member 35, and these upper and lower surfaces are firmly attached to the upper and lower surfaces, for example, by welding. Are combined. Reinforcing plates 51 and 52 extending in the vehicle width direction are attached to the upper wall 41 and the lower wall 42 of the safety frame 40 by welding, for example. These upper and lower reinforcing plates 51 and 52 are arranged at a predetermined distance from the front end of the safety frame 40. In other words, the reinforcing plate 51, 52 is not attached to the portion from the front end of the safety frame 40 to the rear of the vehicle, and is more easily deformed than the rear portion where the reinforcing plate 51, 52 is attached. It has become.

  FIGS. 4A to 4C show how the safety frame 40 is deformed when the vehicle front structure configured as described above collides with the legs of a pedestrian. FIG. 5 shows a relationship between the deformation amount (stroke) and the load (force) of the safety frame 40 (referred to as FS characteristic). FIG. 4A shows a state immediately before the collision. When the front end of the vehicle collides with the pedestrian leg, as shown in FIG. 4B, the round front end (front wall 43) of the safety frame 40 is crushed, thereby the front side of the upper wall 41 and the lower wall 42. The part is pushed up and down. Since the front end portion of the safety frame 40 is rounded, a force that spreads in the vertical direction is effectively generated. By such deformation of the safety frame 40, a load that gradually rises is applied to the legs of the pedestrian. Here, the size and material of the reinforcing plates 51 and 52 are selected so that the shape of the reinforcing plates 51 and 52 is generally maintained even when the pedestrian hits the pedestrian leg, thereby increasing the strength of the safety frame 40 and generating an appropriate load. Contribute to. When the front portion of the safety frame 40 is further crushed, the flat portion of the front surface of the safety frame 40 further expands in the vertical direction, and the upper and lower corners (bending points) between the upper wall 41 and the lower wall 42 and the front wall 43 are formed. Each moves gradually upward and downward. As a result, as shown in FIG. 4C, the cross section of the safety frame 40 in the longitudinal direction of the vehicle has a substantially trapezoidal shape with the front edge longer than the rear edge. Thereby, since a pedestrian leg can be received by the front part of a large area, the force applied to the pedestrian leg can be dispersed (that is, the force per unit area can be reduced) to reduce the impact. it can. In particular, according to the present embodiment, since the reinforcing plates 51 and 52 are attached to the upper wall 41 and the lower wall 42 of the safety frame 40, the front portion of the safety frame 40 is crushed by receiving an impact force. The flat part of the front surface (leg receiving surface) that abuts the leg of the pedestrian spreads almost symmetrically in the upward and downward directions, so that the large area leg receiving surface does not shift vertically. Formed. Further, during the deformation from the state of FIG. 4B to the state of FIG. 4C, the reinforcing plates 51 and 52 attached to the upper wall 41 and the lower wall 42 of the safety frame 40 generally maintain their shapes. Then, the strength of the safety frame 40 is maintained. Therefore, as shown by the solid line at the center in FIG. 5, the load applied from the safety frame 40 to the pedestrian leg continues to rise gently without reaching a peak. Therefore, large energy can be absorbed even with a short stroke.

  In the vehicle front structure of the present invention, the safety frame can be obtained by changing the thickness, width (dimension in the vehicle longitudinal direction) and / or material of one or both of the upper and lower reinforcing plates 51, 52 attached to the safety frame 40. Forty FS characteristics can be easily adjusted. For example, by increasing the strength by increasing the thickness of the reinforcing plates 51 and 52, a larger load can be generated for a given amount of deformation, as indicated by the upward arrow in FIG. (Characteristic of two-dot chain line in FIG. 5). Conversely, by reducing the strength by reducing the thickness of the reinforcing plates 51 and 52, a smaller load is generated for a given amount of deformation, as indicated by the downward arrow in FIG. (Characteristic of dotted line in FIG. 5). Furthermore, for example, when the width of the reinforcing plates 51 and 52 is increased, the final deformation amount of the safety frame 40 is reduced (that is, the remaining crush is increased), and the front surface (leg receiving surface) that contacts the leg portion is widened. It gets smaller. Conversely, when the width of the reinforcing plates 51 and 52 is reduced, the final deformation amount of the safety frame 40 and the width of the leg receiving surface are increased.

  In the above, the present invention has been described based on the preferred embodiments. However, the present invention is not limited thereto, and various modifications can be made without departing from the spirit of the present invention. For example, in the above embodiment, the reinforcing plate is attached to the outer side surfaces (that is, the upper surface and the lower surface) of the upper wall and the lower wall, but may be attached to the inner side surface. Further, a plurality of reinforcing plates may be attached to each of the upper wall and the lower wall, for example, at intervals in the vehicle width direction or the vehicle front-rear direction. It is also possible to attach a safety frame as a shock absorber on the front side of the front bumper beam.

The perspective view which looked at the whole passenger car type car to which the present invention was applied from diagonally forward. FIG. 2 is a schematic cross-sectional view of the front portion of FIG. 1 in the vehicle front-rear direction. FIG. 3 is an enlarged perspective view of the safety frame shown in FIGS. 1 and 2. FIG. 5 is a schematic cross-sectional view showing a state of deformation of the safety frame when the vehicle front structure according to the preferred embodiment of the present invention collides with a pedestrian's leg. The graph which shows the FS characteristic of a safety frame.

Explanation of symbols

11, 12 Front side frame 13 Front bumper beam 14 Engine room 15, 16 Outrigger 17, 18 Side sill member 20 Bumper face 21 Headlight 30 Extension 31 Front bulkhead 32, 33 Vertical member 34, 35 Cross member 40 Safety frame 41 Upper wall 42 Lower wall 43 Front walls 51, 52 Reinforcing plate

Claims (3)

A cross member extending in the vehicle width direction at the front of the vehicle;
A hollow safety frame extending in the vehicle width direction and attached to the front side of the cross member;
The safety frame has an upper wall and a lower wall facing each other, on the upper wall and lower wall and a front wall forming a front end rounded projecting forwardly closed are connected together, the safety the rear end of the frame is open, the rear end portion of the front Stories on and lower walls are attached respectively to the upper and lower surfaces of said cross member,
A predetermined distance from the front end of the safety frame to the rear of the vehicle, and a predetermined distance from the front edge of the attachment portion between the safety frame and the cross member to the front of the vehicle to each of the upper wall and the lower wall. The reinforcement plate is attached,
When a collision load is input to the safety frame from the front of the vehicle, the front end portion is crushed and the front wall is flattened with the upper and lower walls substantially maintaining the initial shape by the reinforcing plate. The bending points formed at the upper and lower corners between the upper wall and the lower wall and the front wall move upward and downward, and the flat portion by the front wall extends in the vehicle vertical direction, A front structure of a vehicle body that absorbs a collision load by causing a deformation in which the cross-sectional shape of the safety frame is substantially trapezoidal . The vehicle body front part structure according to claim 1 , wherein the safety frame is made of a metal material. 3. The front of the vehicle body according to claim 1, wherein the cross member and the safety frame attached in front of the cross member are provided below a bumper beam extending in a vehicle width direction at a front portion of the vehicle. Part structure.

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