JP7481671B2 - Vehicle front structure - Google Patents

Description

The present invention relates to a front structure of a vehicle having an undercover.

Some automobiles (vehicles) are provided with an undercover that extends toward the rear of the vehicle at the lower end of the bumper fascia that constitutes the bumper. Many undercovers use a structure in which the front end of the undercover is fixed to the lower end of the bumper fascia with bolts or the like, as in Patent Document 1, and cover the underside of the power unit compartment that houses the engine, motor, and other drive sources.

JP 2014-34383 A

Undercovers generally have lower rigidity than bumper fascias. For this reason, when the bumper fascia and undercover that make up the bumper both deform at the same time during a collision with a pedestrian, the impact energy is absorbed primarily by the deformation of the undercover, which has lower rigidity. This makes it difficult to effectively absorb the impact energy according to the force of the impact or to prevent the pedestrian's legs from swinging in (the tips of the legs going under the bumper into the rear of the vehicle).

The object of the present invention is to provide a vehicle front structure that utilizes the characteristics of a bumper fascia and an undercover, which have different rigidities, to optimize the amount of intrusion of a pedestrian into the vehicle body while effectively absorbing impact energy according to the force of the impact.

In order to achieve the above-mentioned object, the vehicle front structure of the present invention comprises a bumper fascia arranged at the front end of the vehicle, a vehicle structure arranged on the rear side of the bumper fascia and extending in the vehicle width direction, and an undercover below the vehicle structure, connected to the rear end of the bumper fascia and extending toward the rear of the vehicle, wherein the vehicle structure is formed with a hooking hole opening in the fore-and-aft direction of the vehicle , and the undercover is provided with a hooking portion that is inserted into the hooking hole from the rear side of the vehicle and hooked thereon, and when an impact is applied to the bumper fascia from the front, the hooking between the hooking hole and the hooking portion is released as the bumper fascia deforms by a predetermined amount or more.

As a result, in the early stages of a vehicle collision in which the bumper fascia collides with the bumper fascia from the front, only the bumper fascia deforms and absorbs the impact energy. In the later stages of a vehicle collision in which the bumper fascia has deformed to a predetermined degree or more, the hook holes and hook portions are released, and the undercover deforms and further absorbs the impact energy. Therefore, in the event of a vehicle collision, it is possible to absorb the impact by sequentially deforming both the bumper fascia and the undercover, which have different rigidities.

The hook hole is preferably formed on the vehicle front side of the vehicle structure. This allows the bumper fascia, which has high rigidity, to actively deform downward in the early stages of a collision, absorbing the impact energy, rather than the undercover, which has low rigidity and is prone to deformation.

The hook portion is preferably formed in a hook shape. This makes it possible to maintain the hook between the hook hole and the hook portion during the early stages of a collision, while allowing the hook to be properly released during the later stages of the collision when the bumper fascia 1 has deformed to a predetermined degree or more.

Preferably, the undercover is inclined downwards toward the rear of the vehicle. This allows the rear end of the bumper fascia to push the inclined portion of the undercover and push the undercover upward when the bumper fascia is pushed rearward in the early stages of a vehicle frontal collision. This makes it possible to control the deformation of the undercover during a vehicle frontal collision.

Preferably, the undercover is provided with a rib extending in the vehicle width direction at a predetermined distance from the hook portion toward the rear of the vehicle, and the rib has a higher rigidity than the portion of the undercover forward of the rib. This allows the portion of the undercover with low rigidity from the front side to the rib to be actively deformed.

Preferably, a step extending in the vehicle width direction is formed in the undercover between the hook portion and the rib in the vehicle front-rear direction, and the rear end of the bumper fascia is held near the step portion and at the front side of the vehicle. In this way, when the bumper fascia is pushed toward the rear of the vehicle during a frontal collision, the rear end of the bumper fascia pushes the step portion rearward, pushing up the front side of the undercover. Therefore, the movement of the undercover, particularly the hook portion, can be controlled during a frontal collision.

Preferably, the vehicle structure has a bracket extending downward from the front of the vehicle, and the hook hole is formed in the bracket. This allows the bracket provided on the vehicle structure to be used as a part for providing the hook hole, thereby reducing the number of parts.

According to the vehicle front structure of the present invention, in the event of a vehicle frontal collision in which a pedestrian strikes the bumper fascia from the front of the vehicle, the bumper fascia is deformed in the early stages of the collision, and after the bumper fascia is deformed to a predetermined degree or more and the hooking holes and hooking portions are released, the undercover is deformed. Therefore, it is possible to deform both the bumper fascia and the undercover, which generally have different rigidities, during a collision, and the bumper fascia and the undercover can optimize the amount of intrusion of the pedestrian into the vehicle body, effectively absorbing impact energy and effectively preventing the pedestrian's legs from being swung in.

1A is a partially cutaway perspective view showing a bumper fascia and an undercover in a vehicle front structure according to one embodiment of the present invention, and FIG. 1B is an enlarged perspective view showing a fastening portion that fastens the vehicle structure and the undercover. FIG. 2 is a cross-sectional view taken along line AA in FIG. 1A is an exploded perspective view of the bumper fascia and undercover, FIG. 1B is an oblique view showing the claw portion that constitutes the engagement portion in FIG. 1A, and FIG. 1C is an oblique view showing a support bracket that is used both to support the bumper fascia and to engage the undercover. 5 is a cross-sectional view illustrating the behavior of the bumper fascia, the undercover, and the engagement portion in the event of a collision with a pedestrian. FIG.

The present invention will be described below based on one embodiment shown in Figures 1 to 4.

Figure 1 shows the front structure of an automobile (vehicle) having a bumper fascia 1 and an undercover 3, Figure 2 shows a cross section along line A-A in Figure 1, Figure 3 shows each part of the bumper fascia 1 and the undercover 3, and Figure 4 shows the change in behavior of each part of the bumper fascia 1 and the undercover 3 upon collision with pedestrian α.

To explain the front structure of an automobile, the reference numeral 5 in FIG. 1(a) denotes a vehicle structure disposed at the front of the vehicle body, for example a lower cross member extending in the vehicle width direction. The bumper fascia 1 is disposed in front of this lower cross member 5.

As shown in Figures 1 and 2, the bumper fascia 1 has a shape that includes, for example, an air inlet 1a, a front grille (not shown), and a front bumper portion 1c. A fascia bracket 9 provided near the air inlet 1a of the bumper fascia 1 is supported by support brackets 11 provided on both sides of the lower cross member 5 in the vehicle width direction, and the bumper fascia 1 including the bumper portion 1c is positioned at the front end of the vehicle body (vehicle). The support brackets 11 will be described later.

As shown in Figures 1 and 2, the undercover 3 is disposed adjacent to the lower wall 1d of the bumper portion 1c, which is the lower end of the bumper fascia 1. The undercover 3 is made of a material with lower rigidity than the bumper fascia 1, and is a plate-shaped part that extends from the lower wall 1d of the bumper portion 1c toward the rear of the vehicle.

Both sides of the rear end of the undercover 3 are fixed to both sides of the rear of the bumper 1c with clips (not shown) or the like. In addition, both sides of the front end of the undercover 3 in the vehicle width direction are secured to the lower cross member 5 using retaining portions 13. The retaining portions 13 will be described later.

As a result, as shown in FIG. 2, the undercover 3 is disposed below the power unit compartment (not shown) that houses the engine, motor, and other drive sources, so as to cover the underside of the power unit compartment (not shown). In particular, the undercover 3 is disposed in a position that is slightly inclined downward as it moves from the lower wall 1d toward the rear of the vehicle.

As shown in Figures 1 and 2, the center of the undercover 3 in the vehicle width direction has multiple protrusions 3a with convex upper sides that extend in the vehicle front-rear direction and form a straightening section.

More specifically, as shown in Figures 1 and 2, the underside of the front end of the undercover 3 has a step 15 that runs across the width of the vehicle and has a concave upper side. The end of the lower wall 1d of the bumper section 1c is fitted into this step 15. This fitting is used to connect the front end of the undercover 3 to the lower wall 1d of the bumper fascia 1.

On the other hand, the locking portion 13 has a claw portion 17 (hook portion) on the undercover 3 side and a locking opening portion 19 on the lower cross member 5 side, as shown in FIG. 3, for example.

For example, the claw portion 17 is formed at the front end of the undercover 3 and is configured with an inverted L-shaped arm portion 21 whose tip protrudes forward from the front end, and a triangular block-shaped small protrusion portion 23 protruding from the underside of the tip of the arm portion 21.

The locking opening 19 is formed using the support bracket 11 of the lower cross member 5 as shown in Figures 2 and 3.

The support bracket 11 is a component that has a strip-shaped mounting portion 12 that extends diagonally upward and forward, and supports the bumper portion 1c on the lower cross member 5 by fastening the seat portion 12a at the end of the mounting portion 12 to the back surface of the fascia bracket 9.

The locking opening 19 extends downward while inclining the lower part of the support bracket 11 diagonally downward toward the front of the lower cross member 5. The locking opening 19 is then formed at the end of the extended extension 20a.

Specifically, the locking opening 19 is formed, for example, by bending the end of the extended extension 20a into a table shape and forming a locking opening 20c (hook hole) in the plate surface of the table-shaped portion 20b. The claw portion 17 is inserted into this locking opening 20c, so that the front end of the undercover 3 is locked to the lower cross member 5 at the front side of the lower cross member 5.

This locking structure is designed to release the lock when the bumper portion 1c is deformed beyond a predetermined level.

In other words, this locking structure is designed so that when the bumper portion 1c is deformed in a collision with a pedestrian, if the impact is less than a predetermined level, only the bumper fascia 1 including the lower cross member 5 and bumper portion 1c is deformed, and if the bumper fascia 1 is deformed beyond a predetermined level, the locking is released and the undercover 3, which is separated from the lower cross member 5, is deformed.

Incidentally, a rigid rib 25 is formed on the front side of the upper surface of the undercover 3 across the width of the vehicle so that the undercover 3 can deform into a predetermined shape at a specific position.

Next, the effect of the vehicle's front structure will be explained with reference to Figure 4.

Here, we will use as an example a vehicle collision in which the front end of a car collides with the legs of pedestrian α.

In the early stages of a collision, only the bumper fascia 1, including the bumper portion 1c, deforms due to contact with the legs of the pedestrian α.

That is, when the bumper fascia 1 receives an impact at the lower cross member 5, it moves toward the rear of the vehicle. Then, as shown in FIG. 4(a), the bumper fascia 1 moves diagonally upward and rearward, invading the rear of the vehicle.

At this time, an upward pushing force acts on the step portion 15 of the undercover 3. As a result, the front side of the undercover 3 is distorted upward.

The claw portion 17 of the locking portion 13 begins to tilt forward in response to this deformation and locks into the opening edge (lower edge) of the locking opening 20c.

This engagement causes the front end of the undercover 3 to be engaged with the lower cross member 5. As a result, any impact is received by the lower cross member 5, and only the bumper portion 1c is crushed and deformed.

In other words, in the early stages of a collision, only the bumper fascia 1, which has high rigidity and includes the bumper portion 1c, is crushed and deformed to absorb the impact energy.

In the later stages of the collision, when the bumper fascia 1 is deformed beyond a certain level, the bumper portion 1c further penetrates, and a force acts on the claw portion 17 toward the rear of the vehicle, causing it to overcome the opening edge of the locking opening 20c as shown in Figure 4(b). In other words, the locking of the locking portion 13 is released.

As a result, the undercover 3 is separated from the lower cross member 5, and the undercover 3 is deformed by the intrusion of the bumper portion 1c.

At this time, the front end of the undercover 3 is separated from the step 15. Furthermore, since the undercover 3 slopes downward toward the rear of the vehicle and has a highly rigid rib 25 in the middle, the low-rigidity portion from the front side of the undercover 3 to the rib 25 curves and deforms at a specific position that has little effect on the surroundings, in this case, upward, as shown in FIG. 4(b).

In other words, in the later stages of the collision, the undercover 3, which has a lower rigidity than the bumper fascia 1, deforms upward to absorb the impact energy. This allows the legs of pedestrian α to be gently received without being significantly swung backwards into the rear of the vehicle (a state in which the legs of pedestrian α stop on the bumper 1c and the tips of the legs go under the bumper 1c and into the rear of the vehicle).

Therefore, by engaging the lower cross member 5 (vehicle structure) with the front end of the undercover 3 as in this embodiment, in the early stages of a collision with the pedestrian α, only the bumper fascia 1, which has high rigidity, deforms and is able to absorb the impact energy, and in the later stages of the collision when the bumper fascia 1 deforms to a predetermined degree or more, the undercover 3 deforms upward and is able to absorb the impact energy.

Therefore, by utilizing the characteristics of the bumper fascia 1 and the undercover 3, which have different rigidities,
During a collision, both the bumper fascia 1 and the undercover 3 are deformed sequentially, so that the impact energy can be absorbed while suppressing the intrusion of the pedestrian α into the vehicle body. Therefore, it is possible to effectively absorb the impact energy according to the impact force applied during the collision, and it is possible to prevent the legs of the pedestrian α from being swung in.

In addition, the locking opening 20c of the support bracket 11, into which the claw portion 17 of the undercover 3 is hooked, is formed on the vehicle front side of the lower cross member 5. Therefore, even if the rear end of the bumper fascia 1 and the undercover 3 separate during a vehicle frontal collision, the bumper fascia 1 pushes and deforms the undercover 3 before it reaches the lower cross member 5, allowing the undercover 3 to absorb the impact.

In addition, because the claw portion 17 of the undercover 3 is formed in a hook shape, it is possible to maintain the engagement between the locking opening 20c and the claw portion 17 during the early stages of a collision, but to properly release the engagement during the later stages of the collision when the bumper fascia 1 has deformed beyond a certain level.

In addition, the undercover 3 is configured to incline downwards as it approaches the rear of the vehicle, so that when the bumper fascia 1 is pushed rearward in the early stages of a collision, the rear end of the bumper fascia 1 pushes against the inclined portion of the undercover 3, pushing the undercover 3 upward. This makes it possible to control the deformation of the undercover 3 in the event of a collision so that it is less affected by the surroundings.

In addition, the undercover 3 is provided with a rib 25 that extends in the vehicle width direction at a predetermined distance from the claw portion 17 toward the rear of the vehicle and has a higher rigidity than the forward portion, so that the portion forward of the rib 25 can be controlled to deform into a predetermined shape, in this case a curved shape.

In addition, a step portion 15 extending in the vehicle width direction is formed on the undercover 3 between the claw portion 17 and the rib 25 in the vehicle longitudinal direction, and the rear end of the bumper fascia 1 is held near the step portion 15 and at the front side of the vehicle, so that when the bumper fascia 1 is pushed toward the rear of the vehicle, the rear end of the bumper fascia 1 pushes the step portion 15 rearward, pushing up the front side of the undercover 3. This makes it possible to control the deformation direction of the undercover 3 and the movement of the undercover 3, particularly the claw portion 17, during a vehicle frontal collision.

In addition, the support bracket 11 that is attached to the lower cross member 5 and supports the bumper fascia 1 has a lower end that extends downward toward the front of the vehicle and has a locking opening 20c formed therein, so the support bracket 11 can be used as a part for providing the locking opening 20c, thereby reducing the number of parts.

The present invention is not limited to the above-described embodiment, and may be modified in various ways without departing from the spirit of the present invention.

1 Bumper fascia 3 Under cover 5 Lower cross member (vehicle structure)
11 Support bracket 15 Step portion 17 Claw portion (hook portion)
20c Locking hole (hook hole)
25 Ribs

Claims (7)

A bumper fascia disposed at a front end of the vehicle;
A vehicle structure disposed on a vehicle rear side of the bumper fascia and extending in a vehicle width direction;
an undercover connected to a rear end of the bumper fascia and extending rearward of the vehicle below the vehicle structure;
Equipped with
The vehicle structure has a hook hole formed therein in the front-rear direction of the vehicle ,
The undercover is provided with a hook portion that is inserted into the hook hole from the rear side of the vehicle and hooked thereon ,
A vehicle front structure characterized in that, when an impact is applied to the bumper fascia from the front, the engagement between the hook hole and the hook portion is released as the bumper fascia is deformed by a predetermined amount or more. The vehicle front structure according to claim 1, characterized in that the hook hole is formed on the vehicle front side of the vehicle structure. The vehicle front structure according to claim 1 or 2, characterized in that the hook portion is formed in a hook shape. The vehicle front structure according to any one of claims 1 to 3, characterized in that the undercover slopes downward toward the rear of the vehicle. The undercover is provided with a rib extending in a vehicle width direction at a predetermined distance rearward from the hook portion,
5. The vehicle front structure according to claim 1, wherein the rib has a rigidity higher than that of a portion of the undercover forward of the rib. The undercover has a step portion extending in a vehicle width direction between the hook portion and the rib in a vehicle front-rear direction,
6. The vehicle front structure according to claim 5, wherein the rear end of the bumper fascia is held in the vicinity of the step portion and on the front side of the vehicle. The vehicle structure has a bracket extending downward on a front side of the vehicle,
7. The vehicle front structure according to claim 2, wherein the bracket is formed with the hook hole.

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