JP5804003B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure.

  2. Description of the Related Art Conventionally, there is a vehicle body front structure that includes a front side member, a crash box provided on the front side of the front side member, and a bumper reinforcement fixed to the front end of the front side member via the crash box.

  In addition, in this type of vehicle front structure, the first projecting portion extending from the side surface of the front side member to the outside in the vehicle width direction is formed on the outer side in the vehicle width direction than the coupling portion between the crash box in the bumper reinforcement. And a second projecting portion projecting from the extended portion to the vehicle rear side (see, for example, Patent Document 1).

  In the vehicle body front part structure described in Patent Document 1, for example, when a collision load is applied from the vehicle front side to the extension part at the time of a minute lap collision, the second projecting part is located on the vehicle rear side along with the compression deformation of the crash box. The second projecting portion is interfered with the first projecting portion.

JP 2012-228907 A

  However, in the vehicle body front part structure described in Patent Document 1, two members, a first projecting portion and a second projecting portion, are used to transmit a collision load. For this reason, the weight of the front part of the vehicle body increases.

  Therefore, an object of the present invention is to provide a vehicle body front part structure that can reduce the weight of the vehicle body front part.

In order to achieve the above object, a vehicle body front structure according to claim 1 is provided on a front side member extending in the vehicle front-rear direction, on the vehicle front side of the front side member, and in the vehicle front-rear direction relative to the front side member. A crash box having a low compression strength, a bumper reinforcement extending in the vehicle width direction and fixed to the front end of the front side member via the crash box, and the crash box in the bumper reinforcement A spacer projecting from the extended portion formed on the outer side in the vehicle width direction than the coupling portion to the rear side of the vehicle and formed with a locking portion, and formed on the side wall portion on the outer side in the vehicle width direction of the front side member, When formed by a recess recessed inward in the width direction and a wall portion on the vehicle rear side in the recess. In, the locking portion and provided apart, and the locking portion and engageable with been stepped portion, is formed by a wall of the vehicle vertical direction on both sides of the concave portion on the vehicle rear side of the locking portion And a pair of guide portions extending from the ends of the step portion on both sides in the vehicle vertical direction to the vehicle front side .

According to this vehicle body front part structure, the structure for transmitting the collision load from the spacer to the front side member is formed on the locking part formed on the spacer and part of the wall part forming the front side member. It is a step. Therefore, for example, as compared with a conventional structure having a first projecting portion projecting from the extension portion to the rear side of the vehicle and a second projecting portion projecting outward from the front side member in the vehicle width direction. Therefore, the weight of the front part of the vehicle body can be reduced.
Further, according to this vehicle body front portion structure, the pair of guide portions extending from the ends of the step portions on both sides in the vehicle vertical direction to the vehicle front side are formed on the side walls on the vehicle width direction outer side. Accordingly, since the locking portion can be guided by the pair of guide portions, the locking portion can be smoothly locked to the stepped portion. In addition, by forming the concave portion recessed inward in the vehicle width direction on the side wall portion, the step portion and the pair of guide portions can be formed on the side wall portion, so that the step portion and the pair of guide portions can be easily formed.

  The vehicle body front structure according to claim 2 is the vehicle body front structure according to claim 1, wherein the distance between the locking portion and the step portion along the vehicle front-rear direction is a compression of the crash box. It is configured to be more than the stroke.

  In this vehicle body front part structure, for example, when a collision load is applied to the extension part from the front side of the vehicle during a minute lap collision, the crash box is compressed and deformed. Here, the distance along the vehicle front-rear direction between the locking portion formed on the spacer and the step formed on the front side member is equal to or greater than the compression stroke of the crash box. For this reason, at the time of compressive deformation of the crash box, the movement of the spacer with respect to the front side member to the rear side of the vehicle is allowed. Therefore, at the initial stage of the collision, the crash box can be compressed and deformed to absorb the collision energy.

  When the collision progresses and the crash box is compressed and deformed, the locking portion formed on the spacer is locked with the stepped portion formed on the front side member. Further, since the locking portion is locked to the stepped portion in this way, the movement of the spacer to the vehicle rear side with respect to the front side member is restricted, and the spacer is moved from the spacer to the front side member via the locking portion and the stepped portion. A collision load is transmitted. Therefore, at the stage where the collision has progressed, the axial load (reaction force) can be increased by the front side member.

  The vehicle body front structure according to claim 3 is the vehicle body front structure according to claim 1, wherein a distance between the locking portion and the step portion along the vehicle front-rear direction is a compression of the crash box. The structure is the same as the stroke.

  According to this vehicle body front part structure, the distance between the locking part and the step part along the vehicle longitudinal direction is the same as the compression stroke of the crash box. Therefore, while the crush box is compressed and deformed, the locking portion is kept separated from the stepped portion. Therefore, it is possible to suppress the movement of the spacer to the vehicle rear side with respect to the front side member before the crash box is compressed and deformed. Thereby, in the initial stage of the collision, the collision energy can be efficiently absorbed by the crash box.

  Further, after the crash box is compressed and deformed, the locking portion is locked to the stepped portion, so that the movement of the spacer relative to the front side member to the vehicle rear side is restricted. Therefore, the collision energy can be efficiently absorbed by the front side member while exerting the axial load by the front side member immediately after the crash box is compressed and deformed.

Vehicle body front structure according to claim 4, in the vehicle body front structure according to any one of claims 1 to 3, in the vehicle width direction inner surface in the side wall, overlapping the step portion In this way, the reinforcing patch is joined.

  According to this vehicle body front portion structure, the reinforcing patch is joined to the inner surface of the side wall portion in the vehicle width direction so as to overlap the stepped portion. Therefore, the rigidity of the peripheral portion of the step portion can be improved by this reinforcing patch. Thereby, in a state where the locking portion is locked with the stepped portion, the collision load can be more efficiently transmitted from the spacer to the front side member.

The vehicle body front structure according to claim 5 is the vehicle body front structure according to claim 4 , wherein the front side member has a hat-shaped front side member inner opening outward in the vehicle width direction, and the front side and a front side member outer disposed in the vehicle width direction outer Menbain'na, upper and lower ends of the reinforcing patch, respectively upper and lower ends of the front side member inner and the front side member outer It is a combined configuration.

  According to this vehicle body front structure, the upper end and the lower end of the reinforcing patch are coupled to the upper and lower ends of the front side member inner and the front side member outer, respectively. Therefore, in a state where the locking portion is locked to the stepped portion, the collision load transmitted through the spacer can be transmitted to the ridgeline of the front side member inner via the upper end portion and the lower end portion of the reinforcing patch. Thereby, the axial load (reaction force) by a front side member can be increased more.

  As described above in detail, according to the present invention, the weight of the front portion of the vehicle body can be reduced.

It is a perspective view of the body front part structure concerning one embodiment of the present invention. It is a figure explaining the mode at the time of the micro lap collision in the vehicle body front part structure shown by FIG. 1 with a top view. It is a figure explaining the mode at the time of the micro lap collision in the vehicle body front part structure shown by FIG. 1 with front sectional drawing. It is a side view of the recessed part periphery part of the front side member shown by FIG. It is a perspective view of the reinforcement patch shown by FIG. It is a figure which shows the relationship between the elapsed time at the time of the micro lap collision in the vehicle body front part structure shown by FIG. 1, and an axial load.

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

  Note that an arrow UP, an arrow FR, and an arrow OUT shown in each drawing described below indicate an upper side in the vehicle vertical direction, a front side in the vehicle front-rear direction, and an outer side in the vehicle width direction (the vehicle left side).

  A vehicle body front structure 10 according to an embodiment of the present invention shown in FIG. 1 is applied to a vehicle body front part in a vehicle such as a passenger car, for example, and includes a front side member 12, a crash box 14, And bumper reinforcement 16.

  The front side member 12 is provided on the outer side in the vehicle width direction than the central portion in the vehicle width direction at the front part of the vehicle body, and extends in the vehicle front-rear direction. As shown in FIG. 2, an engine compartment 18 in which a power source such as an engine is disposed is provided at the front of the vehicle body to which the vehicle body front structure 10 is applied, and the front side member 12 is The engine compartment 18 is provided so as to overlap in the vehicle front-rear direction.

  The engine compartment 18 is partitioned from the cabin 22 by a dash panel 20 arranged with the vehicle longitudinal direction as the plate thickness direction. A rocker 24 made of a skeleton member extending in the vehicle front-rear direction is provided on the side of the cabin 22. The front side member 12 has a front side member inner 26 and a front side member outer 28 that are divided in the vehicle width direction.

  As shown in FIG. 3, the front side member inner 26 is formed in a cross-sectional hat shape that opens outward in the vehicle width direction. That is, the front side member inner 26 includes an upper wall portion 30, a lower wall portion 31, a side wall portion 32, an upper flange 33, and a lower flange 34. The upper wall portion 30 and the lower wall portion 31 are separated from each other in the vehicle vertical direction, and the side wall portion 32 connects ends of the upper wall portion 30 and the lower wall portion 31 on the inner side in the vehicle width direction. The upper flange 33 extends from the end of the upper wall portion 30 outside in the vehicle width direction to the vehicle upper side, and the lower flange 34 extends from the end portion of the lower wall portion 31 outside in the vehicle width direction to the vehicle lower side. .

  A ridge line 35 is formed at a corner portion between the upper wall portion 30 and the upper flange 33, and a ridge line 36 is formed at a corner portion between the lower wall portion 31 and the lower flange 34. Further, the corner portions of the upper wall portion 30 and the side wall portion 32 are chamfered, and a pair of ridge lines 37 are formed at both ends of the chamfered portion. Similarly, the corner portions of the lower wall portion 31 and the side wall portion 32 are also chamfered, and a pair of ridge lines 38 are formed at both ends of the chamfered portion. The plurality of ridge lines 35 to 38 each extend along the vehicle front-rear direction.

  The front side member outer 28 is formed in a flat plate shape, and is disposed outside the front side member inner 26 in the vehicle width direction. As shown in FIG. 4, the upper end portion and the lower end portion of the front side member outer 28 are coupled to the upper flange 33 and the lower flange 34, respectively. Then, the front side member inner 26 and the front side member outer 28 are coupled in this manner, so that the cross section of the front side member 12 when viewed along the vehicle front-rear direction has a closed cross-sectional shape. (See also FIG. 3).

  As shown in FIG. 1, the crash box 14 is disposed coaxially with the front side member 12 and is provided on the front side of the front side member 12 in the vehicle. The crash box 14 is fixed to the front end portion of the front side member 12 by, for example, flange coupling. The cross section of the crash box 14 as viewed along the vehicle front-rear direction has a substantially rectangular shape.

  The crash box 14 is set to have a lower compressive strength in the vehicle longitudinal direction than the front side member 12. As a means for setting the compressive strength of the crash box 14 to be lower than the compressive strength of the front side member 12, for example, the ridge lines formed at the four corners of the crash box 14 having a quadrangular cross section are divided by notches or the like. . As other means, it may be appropriately selected that the thickness of the crash box 14 is set to be thin, or that the crash box 14 is formed of a material having low strength.

  The bumper reinforcement 16 is formed in a long shape and extends in the vehicle width direction. The bumper reinforcement 16 is fixed to the front end portion of the front side member 12 via a crash box 14. An extension 40 extending outward in the vehicle width direction is formed on the outer side in the vehicle width direction than the coupling portion with the crash box 14 in the bumper reinforcement 16. The extension 40 is bent or curved toward the vehicle rear side.

  A spacer 42 is provided on the vehicle rear side of the extension 40. The spacer 42 protrudes from the extended portion 40 toward the vehicle rear side, and the rear end portion of the spacer 42 reaches the front end portion of the front side member 12. A facing portion 46 is formed at the rear end portion of the spacer 42 so as to face the side wall portion on the front end portion of the front side member 12 in the vehicle width direction (the front end portion 44 of the front side member outer 28). Further, a corner portion formed at the rear end of the spacer 42 is formed as a locking portion 48.

  On the other hand, a recess 50 that is recessed inward in the vehicle width direction is formed on the side wall portion on the vehicle width direction outer side of the front side member 12 (more specifically, on the vehicle rear side of the front end portion 44 of the front side member outer 28). Yes. As shown in FIG. 4, the recess 50 has a rectangular shape when viewed from the outside in the vehicle width direction, and includes a bottom wall portion 52 and a step portion formed on the vehicle rear side of the bottom wall portion 52. 54 and a pair of upper and lower guide portions 56 extending from the ends of the step portion 54 on both sides in the vehicle vertical direction to the vehicle front side.

  As shown in FIG. 2, the bottom wall portion 52 is inclined with respect to the vehicle front-rear direction so as to go inward in the vehicle width direction toward the vehicle rear side. A front end portion 44 of the front side member outer 28 is formed on the vehicle front side of the bottom wall portion 52, and the bottom wall portion 52 is formed continuously with the front end portion 44 of the front side member outer 28 in the vehicle front-rear direction. Has been.

  The step portion 54 is a part of the front side member outer 28, and is formed by a wall portion on the vehicle rear side in the recess 50 (a wall portion having a vehicle longitudinal direction as a plate thickness direction). The step portion 54 is provided on the vehicle rear side of the locking portion 48 so as to be separated from the locking portion 48. The pair of guide portions 56 are formed by wall portions on both sides in the vehicle vertical direction in the recess 50. The pair of guide portions 56 are formed in a taper shape so that the distance between the pair of guide portions 56 increases toward the vehicle front side. Further, the interval between the pair of guide portions 56 is ensured to be longer than the length of the above-described locking portion 48 in the vehicle vertical direction.

  Further, the concave portion 50 having the step portion 54 and the pair of guide portions 56 has a spacer (engagement) so that the locking portion 48 is locked with the step portion 54 as the spacer moves to the rear side of the vehicle as will be described later. The stop 48) is formed at substantially the same height. A distance L1 between the locking portion 48 and the step portion 54 along the vehicle longitudinal direction is set to be the same (substantially the same) as the compression stroke S of the crash box 14 described above. The compression stroke S in the crash box 14 corresponds to the moving distance of the front end portion of the crash box 14 that moves to the vehicle rear side until the crash box 14 is compressed and deformed (completely collapsed).

  Further, as shown in FIG. 4, a reinforcing patch 60 is joined to the inner surface of the front side member outer 28 in the vehicle width direction so as to overlap the stepped portion 54. The reinforcing patch 60 extends in the vehicle vertical direction so as to be substantially the same as the length of the front side member 12 in the vehicle vertical direction.

  The upper end portion 63 of the reinforcing patch 60 is sandwiched between the upper flange 33 formed on the front side member inner 26 and the upper end portion 73 of the front side member outer 28, and the upper flange 33 and the upper end portion 73. Combined with. Similarly, the lower end portion 64 of the reinforcing patch 60 is sandwiched between the lower flange 34 formed on the front side member inner 26 and the lower end portion 74 of the front side member outer 28. Combined with the lower end 64. Further, the central portion of the reinforcing patch 60 in the vertical direction of the vehicle is welded to the front side member outer 28 at an appropriate location.

  Further, as shown in FIG. 5, a portion between the upper end portion 63 and the lower end portion 64 of the reinforcing patch 60 is a main body portion 66, and the main body portion 66 is a bottom wall portion 52 ( Corresponding to FIG. 4), the upper end portion 63 and the lower end portion 64 are offset inward in the vehicle width direction. In addition, a bead 68 that extends in the vehicle vertical direction and bulges outward in the vehicle width direction is formed at the rear end portion of the main body portion 66. As shown in FIG. 4, the bead 68 is in contact with (or close to) the step portion 54 from the vehicle rear side of the step portion 54.

  Although not shown in detail in FIG. 4, structures such as a stabilizer bracket and a suspension tower mounting bracket are attached to the first mounting region 76 and the second mounting region 78 of the front side member 12, respectively. And in this front side member 12, the 1st attachment area | region 76 and the 2nd attachment area | region 78 are made into the highly rigid part by attaching the above-mentioned structure. On the other hand, in the front side member 12, a portion between the first attachment region 76 and the second attachment region 78 serves as a deformation starting point 80 when the front side member 12 bends inward in the vehicle width direction at the time of a collision as will be described later. The first attachment area 76 and the second attachment area 78 are lower in rigidity.

  In the present embodiment, the case where the vehicle body front structure 10 is applied to the vehicle body front left side is described, but the vehicle body front structure 10 may be applied to the vehicle body front right side. The present invention may be applied to both the front left side and the front right side of the vehicle body.

  Next, the operation and effect of one embodiment of the present invention will be described.

  As shown in FIG. 2, in the vehicle body front structure 10 according to the first embodiment of the present invention, for example, when a collision load from the collision body 90 acts on the extension 40 at the time of a minute lap collision, The crash box 14 is compressed and deformed. Thus, during the time when the crash box 14 is compressed and deformed (section of the distance L1), the locking portion 48 does not interfere with the stepped portion 54, so that the movement of the spacer 42 toward the vehicle rear side with respect to the front side member 12 is allowed. The Therefore, at the initial stage of the collision, as shown in the lower diagram of FIG. 2, the crash box 14 is compressed and deformed to absorb the collision energy.

  In particular, in the vehicle body front part structure 10, the locking part 48 is kept separated from the step part 54 while the crash box 14 is compressed and deformed as described above. Therefore, it is possible to suppress the movement of the spacer 42 toward the vehicle rear side with respect to the front side member 12 before the crash box 14 is compressed and deformed. Thereby, in the initial stage of the collision, the collision box 14 can efficiently absorb the collision energy.

  On the other hand, after the collision has progressed and the crash box 14 has been compressed and deformed, the locking portion 48 is locked to the step portion 54 as shown in the lower diagram of FIG. The movement of 42 to the rear side of the vehicle is restricted. Then, the collision load is transmitted from the spacer 42 to the front side member 12 through the locking portion 48 and the step portion 54. Therefore, the axial load (reaction force) can be increased by the front side member 12 at the stage where the collision has progressed. Thereby, the amount of energy absorption in the engine compartment 18 can be increased.

  Further, after the crash box 14 is compressed and deformed as described above, the locking portion 48 and the stepped portion 54 are locked, and the movement of the spacer 42 relative to the front side member 12 to the vehicle rear side is restricted. Therefore, the collision energy can be efficiently absorbed by the front side member 12 while exerting the axial load by the front side member 12 immediately after the crash box 14 is compressed and deformed.

  Moreover, the structure for transmitting the collision load from the spacer 42 to the front side member 12 includes a locking portion 48 formed on the spacer 42 and a step portion 54 formed on a part of the front side member outer 28. Has been. Therefore, for example, as compared with a conventional structure having a first projecting portion projecting from the extension portion to the rear side of the vehicle and a second projecting portion projecting outward from the front side member in the vehicle width direction. Therefore, the weight of the front part of the vehicle body can be reduced.

  Further, the front side member outer 28 is formed with a pair of guide portions 56 extending from the ends of the step portion 54 on both sides in the vehicle vertical direction to the vehicle front side. Accordingly, since the locking portion 48 can be guided by the pair of guide portions 56, the locking portion 48 can be smoothly locked to the stepped portion 54. Further, by forming the concave portion 50 that is recessed in the vehicle width direction in the front side member outer 28, the step portion 54 and the pair of guide portions 56 can be formed in the front side member outer 28. The guide portion 56 can be easily formed.

  A reinforcing patch 60 is joined to the inner surface of the front side member outer 28 in the vehicle width direction so as to overlap the stepped portion 54. Therefore, the rigidity of the peripheral portion of the step portion 54 can be improved by the reinforcing patch 60. Thereby, in a state where the locking portion 48 is locked to the stepped portion 54, the collision load can be transmitted from the spacer 42 to the front side member 12 more efficiently.

  The upper end portion 63 of the reinforcing patch 60 is sandwiched between the upper flange 33 formed on the front side member inner 26 and the upper end portion 73 of the front side member outer 28. 73. Similarly, the lower end portion 64 of the reinforcing patch 60 is sandwiched between the lower flange 34 formed on the front side member inner 26 and the lower end portion 74 of the front side member outer 28. The lower end 74 is connected. Therefore, when the locking portion 48 is locked to the stepped portion 54, the collision load transmitted through the spacer 42 can be transmitted to the ridge lines 35 to 38 of the front side member inner 26. Thereby, the axial load (reaction force) by the front side member 12 can be increased more.

  Further, at the time of a light collision in which a weaker collision load is applied than in the case defined by the minute lap collision, the locking portion 48 is kept separated from the stepped portion 54, so that the front side member 12 is deformed. While being suppressed, the crash box 14 can be compressed and deformed (the compression stroke of the crash box 14 can be secured). Thereby, the collision energy at the time of a light collision can be absorbed.

  Further, in such a light collision, only the crash box 14 is compressed and deformed, and the deformation of the front side member 12 can be suppressed. Therefore, repair of the front side member 12 at the time of a light collision can be avoided.

  As shown in the lower diagram of FIG. 2, the collision further proceeds in a state where the locking portion 48 is locked to the stepped portion 54, and the rear end portion of the spacer 42 has a distance L <b> 2 (a dash panel along the vehicle front-rear direction). When the vehicle is moved to the rear side of the vehicle, a collision load is transmitted from the spacer 42 to the front side member 12 via the locking portion 48 and the step portion 54. The front side member 12 is compressed and deformed while exhibiting an axial load (reaction force).

  At this time, as the extended portion 40 is bent inward in the vehicle width direction, the facing portion 46 formed at the rear end portion of the spacer 42 comes into contact with the bottom wall portion 52 of the recess 50, and the spacer 42 A load inward in the vehicle width direction acts on the front side member 12 from the rear end. The front side member 12 is bent inward in the vehicle width direction at a preset deformation starting point 80. Thus, the front side member 12 absorbs collision energy by being compressed and deformed while exhibiting an axial load and bent inward in the vehicle width direction.

  Here, FIG. 6 shows the relationship between the elapsed time and the axial load at the time of the minute lap collision in the vehicle body front structure 10 according to the present embodiment. In FIG. 6, the horizontal axis indicates the elapsed time [s], and the vertical axis indicates the axial load of the crash box 14 and the front side member 12 shown in FIG. 1, that is, the reaction force [kN] to the collision object. Yes.

  Further, a solid line graph G1 indicates the present embodiment, and a broken line graph G2 indicates the comparative example. The comparative example has a configuration in which the recess 50 shown in FIG. 1 is omitted from the present embodiment.

  Further, a period T1 in FIG. 6 indicates a time during which the rear end portion of the spacer 42 moves in the section of the distance L1 while the crush box 14 shown in FIG. 1 is compressed and deformed. A period T2 in FIG. 1 shows the time during which the rear end of the spacer 42 moves in the section of the distance L2 after the crash box 14 shown in FIG. 1 is compressed and deformed. When the rear end portion of the spacer 42 moves in the section of the distance L2, a front wheel (not shown) comes into contact with the rocker 24. A period T <b> 3 in FIG. 6 indicates a period after a front wheel (not shown) comes into contact with the rocker 24. That is, energy is absorbed in the engine compartment 18 in the period T1 to T2, and energy is absorbed in the cabin 22 in the period T3.

  As shown in FIG. 6, in the period T1, the same axial load is shown in both the present embodiment and the comparative example. On the other hand, in the period T2, the axial load of the present embodiment is increased as compared with the axial load of the comparative example. Therefore, as is apparent from FIG. 6, according to the present embodiment, in the initial stage of the collision, the crash box 14 can be compressed and deformed so that the collision energy can be absorbed. 12, it can be said that the axial load (reaction force) can be increased.

  Next, a modification of one embodiment of the present invention will be described.

  In the present embodiment, the spacer 42 is configured separately from the bumper reinforcement 16, but the spacer 42 may be formed integrally with the bumper reinforcement 16.

  Further, in the present embodiment, the step portion 54 is formed in the front side member outer 28 by forming the recess 50 in the front side member outer 28. However, the step portion 54 may be formed in the front side member outer 28 without forming the recess 50 in the front side member outer 28.

  Further, the distance L1 between the locking portion 48 and the step portion 54 along the vehicle front-rear direction is set to be the same (substantially the same) as the compression stroke S in the crash box 14. Thus, it is desirable that the distance L1 is set to be the same as the compression stroke S. However, the distance L1 may be set to be equal to or greater than the compression stroke S as long as the movement of the spacer 42 relative to the front side member 12 to the vehicle rear side can be restricted after the crash box 14 is compressed and deformed.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and it is needless to say that various modifications can be made without departing from the spirit of the present invention. is there.

DESCRIPTION OF SYMBOLS 10 Vehicle body front part structure 12 Front side member 14 Crash box 16 Bumper reinforcement 26 Front side member inner 28 Front side member outer (an example of the wall part which forms a front side member, and a side wall part)
35 to 38 Ridge line 40 Extension part 42 Spacer 48 Locking part 50 Recessed part 54 Step part 56 Guide part 60 Reinforcing patch 90 Colliding body

Claims (5)

A front side member extending in the longitudinal direction of the vehicle;
A crash box provided on the vehicle front side of the front side member, and set to have a lower compressive strength in the vehicle front-rear direction than the front side member;
A bumper reinforcement that extends in the vehicle width direction and is fixed to the front end of the front side member via the crash box;
A spacer that protrudes from the extended portion formed on the vehicle width direction outer side than the coupling portion with the crash box in the bumper reinforcement to the vehicle rear side, and has a locking portion;
A recess formed in a side wall portion on the outer side in the vehicle width direction of the front side member, and recessed inward in the vehicle width direction;
A step portion that is formed by a wall portion on the vehicle rear side in the concave portion, is provided on the vehicle rear side of the locking portion so as to be separated from the locking portion, and can be locked with the locking portion;
A pair of guide portions formed by wall portions on both sides in the vehicle up-down direction in the recess, and extending from the ends on both sides in the vehicle up-down direction in the stepped portion to the vehicle front side;
Body front structure with The distance between the locking portion and the step portion along the vehicle front-rear direction is equal to or greater than the compression stroke of the crash box.
The vehicle body front part structure according to claim 1. The distance between the locking portion and the step portion along the vehicle front-rear direction is the same as the compression stroke of the crash box,
The vehicle body front part structure according to claim 1. A reinforcing patch is joined to the inner surface of the side wall portion in the vehicle width direction so as to overlap the stepped portion.
The vehicle body front part structure according to any one of claims 1 to 3. The front side member has a front side member inner with a hat-shaped cross section that opens to the outer side in the vehicle width direction, and a front side member outer disposed on the outer side in the vehicle width direction of the front side member inner,
The upper end portion and the lower end portion of the reinforcing patch are respectively coupled to the upper end portion and the lower end portion of the front side member inner and the front side member outer.
The vehicle body front part structure according to claim 4 .

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