JP5765265B2 - Body structure - Google Patents

Description

  The present invention relates to a vehicle body structure.

  A vehicle body front structure in which a front bumper reinforcement, a cooling unit including a radiator and a fan, and a power unit including an engine and a transmission are arranged in this order from the front side of the vehicle body is conventionally known (for example, Patent Document 1).

JP 2007-69651 A

  However, if the cooling unit is arranged on the front side of the vehicle body relative to the power unit as in the vehicle body front structure described in Patent Document 1, an empty space in the engine compartment room is reduced. It is difficult to increase the crash stroke. That is, it is difficult to improve the collision resistance performance of the vehicle. As described above, there is still room for improvement in the vehicle body structure that improves the collision resistance.

  Accordingly, in view of the above circumstances, an object of the present invention is to obtain a vehicle body structure that can improve collision resistance.

In order to achieve the above object, the vehicle body structure according to claim 1 of the present invention is disposed on the vehicle body rear side of the power unit including the engine and the transmission and on the vehicle body front side of the dash panel, and cools the power unit. A cooling unit including a radiator and a fan constituting the system, an upper wall part and left and right side wall parts, and integrated with the cooling unit on the vehicle body rear side of the power unit and on the vehicle body front side of the cooling unit A plurality of air guide ducts that are formed in the same shape as the left and right side wall portions and that are integrally disposed in the air guide duct with a space in the vehicle width direction between the left and right side wall portions. A vertical plate is formed in an arc shape that curves downward in a side view as viewed from the vehicle width direction, and is spaced from the upper wall portion in the vertical direction of the vehicle body in the air guide duct. Have a plurality of transverse plates which are integrally disposed, in formed in a lattice shape, characterized in that it has a rectifying member that guides the cooling air to the cooling unit.

  According to the first aspect of the present invention, since the cooling unit is disposed on the vehicle body rear side of the power unit, an empty space in the engine compartment room on the vehicle body front side than the power unit can be secured. In addition, since the grid-like rectifying member is disposed between the power unit and the cooling unit, the rectifying member is crushed when the power unit is relatively retracted during a frontal collision of the vehicle.

  Therefore, compared with the configuration in which the cooling unit is disposed on the front side of the vehicle body of the power unit at the time of frontal collision of the vehicle, the crash stroke can be increased and at least the impact energy (collision load) input at the time of the collision is increased. A part can be absorbed by the rectifying member. Therefore, the anti-collision performance at the time of a frontal collision of the vehicle can be improved.

In addition , since the grid-like rectifying member is integrally disposed in the air guide duct provided on the vehicle body front side of the cooling unit, the assembling work of the rectifying member to the vehicle body can be facilitated.

  As described above, according to the present invention, the anti-collision performance of the vehicle can be improved.

It is a perspective view which shows the vehicle body front part side of a vehicle. 1 is a side sectional view showing a schematic configuration of a vehicle body front side. It is a perspective view which shows schematic structure of the baffle member arrange | positioned in an air guide duct. It is a side view which shows the state of the vehicle body front side when a vehicle begins to collide front. It is a side view which shows the state of the vehicle body front side at the time of the front collision of a vehicle. It is a graph which shows the relationship between the deceleration of a vehicle, and a crash stroke.

  Hereinafter, embodiments according to the present invention will be described in detail with reference to the drawings. For convenience of explanation, an arrow UP appropriately shown in each drawing is an upward direction of the vehicle body, an arrow FR is a forward direction of the vehicle body, and an arrow OUT is an outer side of the vehicle width direction. Further, in the following description, when using front / rear, up / down, and left / right directions unless otherwise specified, front / rear in the front / rear direction of the vehicle body, up / down in the up / down direction of the vehicle body, and left / right in the left / right direction of the vehicle body (vehicle width direction).

  Further, as will be described later, in the vehicle 12 according to the present embodiment, the cooling unit 40 is not disposed in the engine compartment room 20 on the front side of the vehicle body relative to the power unit 30, and an empty space is secured. It is configured.

  As shown in FIG. 2, a pair of left and right front side members 14 extending in the longitudinal direction of the vehicle body are disposed on the right side of the vehicle body and the left side of the vehicle body (both sides of the vehicle body). Each front side member 14 has an inclined part (kick part) in the middle part in the longitudinal direction of the vehicle body, and the rear side of the vehicle body in the longitudinal direction of the vehicle body in the longitudinal direction of the vehicle body at a predetermined height lower than the forward side of the vehicle body. It has come to extend.

  A front bumper reinforcement 16 extending in the vehicle width direction is installed at the front end of the pair of left and right front side members 14. As an example, the front bumper reinforcement 16 and each front side member 14 have a closed cross-section (rectangular frame cross-section) structure. For example, a long square pipe is formed by extrusion molding of a metal material such as aluminum or aluminum alloy. It is formed in a shape.

  A crash box (not shown) as an impact absorber may be integrally and continuously provided between the front side member 14 and the front bumper reinforcement 16 in the axial direction of the front side member 14. According to this, at the time of a frontal collision of the vehicle 12, the crash box is crushed (crushed) in the axial direction, so that the collision load is absorbed and alleviated.

  Further, as shown in FIG. 1, a rocker 22 extending along the longitudinal direction of the vehicle body is disposed outside the left and right front side members 14 in the vehicle width direction and on the vehicle body rear side of the front wheel 38. A front pillar 24 is integrally extended in the vehicle body upward direction at the vehicle body front side end portion of the rocker 22. A front bumper 18 is disposed on the front side of the vehicle body of the front bumper reinforcement 16.

  Further, as shown in FIG. 2, a space formed by (front) the front bumper reinforcement 16, the left and right front side members 14, and a dash panel 26 described later is an engine compartment room 20. Yes. In the engine compartment room 20, a power (train) unit 30 including an engine 32 and a transmission 34 is disposed.

  Further, a substantially flat dash panel 26 is provided on the vehicle rear side of the power unit 30 and on the vehicle body upper side of the left and right front side members 14 (inclined portions). The dash panel 26 is fixed to body frame members such as the rocker 22 and the front pillar 24 at both outer end portions in the vehicle width direction, and the lower part thereof is fixed to a dash cross member 36 extending in the vehicle width direction. Has been.

  An instrument panel 28 is disposed on the rear side of the dash panel 26 with respect to the vehicle body. The cooling unit 40 constituting the vehicle body structure 10 is located on the vehicle body rear side of the power unit 30 and the vehicle body front side of the dash panel 26 (vehicle body lower side of the dash cross member 36) in a side view as viewed from the vehicle width direction. Is arranged.

  The cooling unit 40 includes a condenser 42 constituting a refrigeration cycle of the vehicle air conditioner, a radiator 44 constituting a cooling system for cooling the power unit 30, and the vehicle 12 in order from the vehicle body front side to the vehicle body rear side. And a fan 46 for supplying cooling air to the condenser 42 and the radiator 44 when the operation is stopped. In addition, the capacitor | condenser 42 and the radiator 44 are integrated (module-ized), and as shown in FIG. 2, it inclines and arrange | positions so that it may become a forward leaning posture by side view.

  An air guide duct 50 is disposed on the vehicle body rear side of the power unit 30 and on the vehicle body front side of the cooling unit 40. As shown in FIG. 3, the air duct 50 includes an upper wall portion 52 and both side wall portions 54 and 56 so that heat in the engine compartment room 20 does not flow into the front surface of the condenser 42 and the radiator 44. It is configured in a substantially inverted “U” shape when viewed from the front side of the vehicle body.

  In other words, the air guide duct 50 is formed in substantially the same size as the capacitor 42 (radiator 44) when viewed from the front side of the vehicle body, and is integrally attached to the vehicle body front side of the capacitor 42. Yes. Further, in the inside of the air duct 50, that is, in the space surrounded by the upper wall portion 52 and the side wall portions 54 and 56, a rectifying plate 60 as a grid-like rectifying member constituting the vehicle body structure 10 is integrated. Are arranged.

  Specifically, the rectifying plate 60 is formed in substantially the same shape as the side wall portions 54 and 56, and is disposed at a predetermined interval in the vehicle width direction (equal intervals including the side wall portions 54 and 56). A plurality of (for example, two) vertical plates 62 and a plurality of (for example, two) plates that are formed in an arc shape that curves downward in a side view as viewed from the vehicle width direction and that are arranged at predetermined intervals in the vehicle body vertical direction. Sheet), and the vertical plate 62 and the horizontal plate 64 are assembled so as to have a lattice shape when viewed from the front side of the vehicle body.

  The air guide duct 50 and the current plate 60 (at least the current plate 60) are opposed to the power unit 30 in the front-rear direction of the vehicle body. That is, when the vehicle 12 collides with the front and the power unit 30 moves backward relatively, the power unit 30 hits at least the rectifying plate 60.

  As shown in FIG. 2, the under cover 48 that covers the vehicle body lower side of the vehicle 12 has an introduction port 58 for guiding cooling air generated when the vehicle 12 travels into the air guide duct 50 (rectifying plate 60). Is formed. The length of the introduction port 58 in the vehicle width direction is substantially the same as the length of the air guide duct 50 in the vehicle width direction (the interval between the side wall portion 54 and the side wall portion 56).

  Therefore, the cooling air introduced from the introduction port 58 when the vehicle 12 travels is introduced into the air guide duct 50, rectified by the rectifying plate 60 (vertical plate 62 and horizontal plate 64), and supplied to the capacitor 42 and the radiator 44. Supplied. The cooling air is heat-exchanged with the air-conditioner refrigerant by the condenser 42, and is heat-exchanged with the engine cooling water by the radiator 44.

  In the vehicle body structure 10 having the above-described configuration, the operation at the time of a full lap front collision of the vehicle 12 will be described with reference to FIGS.

  When the vehicle 12 begins to collide with the barrier W in front of the full lap, as shown in FIG. 4, the collision is caused to the left and right front side members 14 via the front bumper 18 and the front bumper reinforcement 16 (and also the crash box). Load (impact energy) is input. Then, first, the front end portion of each front side member 14 on the front side of the vehicle body relative to the power unit 30 is compressed and deformed in the axial direction to absorb the collision load.

  That is, since the cooling unit 40 does not exist on the vehicle body front side of the power unit 30, an empty space is secured in the engine compartment room 20 on the vehicle body front side of the power unit 30. Therefore, until the power unit 30 hits the barrier W, the collision load is absorbed only by the front end portion of the front side member 14 (indicated by a crash stroke S1 in FIG. 6 described later).

  Subsequently, when the vehicle 12 moves to the barrier W side, as shown in FIG. 5, the front side member 14 further compresses and deforms in the axial direction (while absorbing the collision load), the power unit 30 hits the barrier W, and then The dash panel 26 approaches (finally hits) the power unit 30. During this time, the air duct 50 and the current plate 60 (at least the current plate 60) move relatively toward the rear of the vehicle body. 30 (shown as a crash stroke S2 in FIG. 6 described later).

  Therefore, in the vehicle body structure 10 according to the present embodiment in which the cooling unit 40 is not disposed on the vehicle body front side of the power unit 30 (arranged on the vehicle body rear side), as shown in FIG. The crash stroke S can be increased compared to the vehicle body structure (not shown) according to the comparative example arranged on the vehicle body front side.

  6 is a graph showing the relationship between the deceleration G of the vehicle 12 and the crash stroke S. The solid line shows the vehicle body structure 10 according to this embodiment, and the broken line shows the vehicle body structure according to the comparative example. In this graph, the point where the power unit 30 hits the barrier W is indicated by P1 (this embodiment), and the point where the dash panel 26 hits the power unit 30 is P2 (this embodiment) and P3 (comparative example). ).

  As can be seen from this graph, the crash stroke S until the dash panel 26 hits the power unit 30 is up to the point P3 in the vehicle body structure according to the comparative example, whereas in the vehicle body structure 10 according to the present embodiment, the point P2 (S1 + S2).

  Further, since the rectifying plates 60 arranged in the air guide duct 50 are assembled in a lattice shape, the rectifying plates 60 (and the air guide duct 50) are relatively moved backward when the vehicle 12 collides with the front. The power unit 30 has a function as a shock absorber (crash box).

  Therefore, the rectifying plate 60 (and the air guide duct 50) is compressed and deformed (crushed) toward the rear side of the vehicle body by the power unit 30 that is relatively retracted at the time of a frontal collision of the vehicle 12. As described above, the crash stroke S can be increased, and at least a part of the collision load (impact energy) input to the power unit 30 can be absorbed.

  Specifically, the range indicated by the crash stroke S2 between the point P1 and the point P2 is an energy absorption region (shown by diagonal lines in FIG. 6) by the rectifying plate 60 (and the air guide duct 50). Impact energy (collision load) can be absorbed by the region (area).

  Therefore, in the vehicle body structure 10 according to the present embodiment, the deceleration G of the vehicle 12 can be reduced and the crash stroke S can be increased as compared with the vehicle body structure according to the comparative example (see FIG. 6). .

  Therefore, for example, even in the case of a short overhang vehicle 12 as shown in FIG. 1, it is possible to suppress the deformation of the front side of the vehicle body at the time of a full-wrap frontal collision, and to minimize the reduction of vehicle interior space. Can be suppressed. That is, this makes it possible to improve the collision safety performance with respect to the occupant as compared with the prior art, and to improve the collision resistance performance at the time of the frontal collision of the vehicle 12.

  When the front wheel 38 interferes with the rocker 22 during a full lap front collision of the vehicle 12, the collision load (impact energy) is transmitted to the rocker 22 through the wheel 39 which is not easily crushed and absorbed. Therefore, the deformation on the front side of the vehicle body can be further suppressed, and the space in the passenger compartment can be secured relatively wide.

  In the present embodiment, since the impact energy absorbing structure using such a rectifying plate 60 (and the air guide duct 50) is adopted, the collision resistance performance of the vehicle 12 can be improved. Therefore, it is not necessary to add a reinforcing member for forming the front side member 14 or to increase the thickness of the front side member 14.

  Furthermore, in this embodiment, since the deceleration G of the vehicle 12 can be reduced as described above, it is not necessary to set a large number of restraining devices for passengers. Therefore, the manufacturing cost of the vehicle 12 can be reduced and the weight of the entire vehicle 12 can be reduced.

  Further, according to the vehicle body structure 10 according to the present embodiment, since the air guide duct 50 (the upper wall portion 52 and the both side wall portions 54 and 56) covers the outside of the rectifying plate 60, the heat in the engine compartment room 20. However, it is possible to suppress or prevent the capacitor 42 and the radiator 44 from entering the front surface.

  In addition, since the grid-like rectifying plates 60 (the vertical plates 62 and the horizontal plates 64) are integrally disposed in the air guide duct 50 that is integrally attached to the front side of the vehicle body of the capacitor 42, the rectifying plates 60 are integrated. Can be easily assembled to the vehicle body. Then, the rectifying plate 60 can suppress or prevent foreign matters such as mud and sand entering from the introduction port 58 from entering the condenser 42 and the radiator 44.

  The vehicle body structure 10 according to the present embodiment has been described with reference to the drawings. However, the vehicle body structure 10 according to the present embodiment is not limited to the illustrated one, and does not depart from the gist of the present invention. The design can be changed as appropriate. For example, the shape and quantity of the vertical plate 62 and the horizontal plate 64 that constitute the current plate 60 are not limited to those shown in the drawing. Further, an inlet 59 (see FIG. 2) is formed below the front bumper 18 so that cooling air is sent from the inlet 59 into the air guide duct 50 (rectifying plate 60) when the vehicle 12 is traveling. Also good.

DESCRIPTION OF SYMBOLS 10 Car body structure 26 Dash panel 30 Power unit 32 Engine 34 Transmission 40 Cooling unit 42 Condenser 44 Radiator 46 Fan 50 Air duct 60 Rectification plate (rectification member)

Claims (1)

A cooling unit including a radiator and a fan which are disposed on the vehicle body rear side of the power unit including the engine and the transmission and on the vehicle body front side of the dash panel, and constitute a cooling system for the power unit;
An air guide duct integrally provided with the cooling unit on the vehicle body rear side of the power unit and on the vehicle body front side of the cooling unit;
A plurality of vertical plates that are formed in the same shape as the left and right side wall portions and that are integrally disposed in the air duct with a space in the vehicle width direction and spaced apart from each other in the vehicle width direction, as viewed from the vehicle width direction. A plurality of horizontal plates that are formed in an arc shape that curves downward in a side view and that are integrally disposed in the air guide duct with a space in the vertical direction of the vehicle body. A rectifying member that is formed in a shape and guides cooling air to the cooling unit;
A vehicle body structure characterized by comprising: