JPH0524483U - Front body structure of automobile - Google Patents

Abstract

(57) [Abstract] [Purpose] The present invention is for a front vehicle body structure of an automobile, and even when the vehicle body is configured in a mono-cock shape, the energy of the occupant is ensured while securing a necessary crush amount for restraining the occupant. The most important feature is that it can efficiently absorb and improve safety in the event of a collision. [Structure] The front body structure of an automobile according to the present invention is
In a front body structure of an automobile formed in a monocoque shape, front side frames 16a, 16b extending along the vehicle front-rear direction and the front side frame 1
The front side frame 1 extends in the front-rear direction of the vehicle body in the vicinity of 6a, 16b and extends in the front-rear direction of the vehicle body.
Initial collision load receiving members 32a and 32b integrally joined to 6a and 16b and formed to have a predetermined rigidity in the vehicle longitudinal direction, and the initial collision load receiving member 3
A collision load distribution mechanism 44 joined to the rear ends of 2a and 32b and configured to disperse and transmit the initial collision load received thereby to the vehicle body constituent members other than the front side frames 16a and 16b. There is.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a front body structure of an automobile formed in a monocot shape.

[0002]

[Prior Art]

 Conventionally, various improvements have been made to improve the safety of automobiles. As a part of these improvements, by appropriately controlling the collision load at the time of a frontal collision (hereinafter, simply referred to as a head-on collision), the occupant has Technologies have been developed to absorb energy most efficiently. That is, in order to most efficiently absorb the energy of the occupant in a head-on collision, it is necessary to efficiently use the crushing of the front part of the vehicle for decelerating the occupant. Specifically, when the total amount of collapse of the vehicle body at the time of a head-on collision is longer than the minimum amount of collapse after restraint of the occupant, this difference causes idling collapse that does not contribute to deceleration of the occupant. The longer the amount of runaway crashes, the less the crash of the front part of the vehicle body is used effectively for decelerating the occupants.

Therefore, as shown in FIG. 7, the vehicle body energy is absorbed at the moment of the collision, the vehicle body stops instantly, and the vehicle body is almost crushed. After that, as shown in FIG. If the vehicle body is configured to start to be crushed at the moment when the vehicle body is restrained by the seat belt, for example, or when it is restrained by contacting a part of the vehicle body (for example, an instrument panel), as described above, The energy of the occupant can be absorbed most efficiently. The ideal collision characteristics are shown in FIG. 9 if the correlation between them is shown in terms of the collision acceleration (vehicle body G) as the collision energy applied to the vehicle body and the amount of collapse of the vehicle body due to the collision. As described above, it is understood that the vehicle body G may be set high in the initial stage of the collapsed amount of the vehicle body, and then the occupant may be restrained by the low vehicle body G as the vehicle body collapse increases.

[0004]

[Problems to be solved by the device]

 Here, such an ideal vehicle body crushing characteristic can be achieved by the conventional shear frame structure. That is, according to the shear frame structure, focusing on the point of receiving the collision load, the upper body is configured separately from the frame, and mainly the frame is designed to receive the collision load. It will be easy to configure so that the required vehicle crash is obtained by making only the initial load of the collision high and reducing the load after restraining the occupant.

On the other hand, in this shear frame structure, the weight of the vehicle body is inevitably increased because the frame has to be arranged from the front end to the rear end of the vehicle body. For this reason, in order to improve fuel efficiency in recent years, it has been required to reduce the weight of the vehicle body.However, due to its structure, the monocoque structure that can easily reduce the weight of the vehicle body is also required. There is a demand for obtaining the ideal crash collapse characteristics of the vehicle body as shown in FIG.

However, in this monocoque structure, since the vehicle body rigidity is obtained by the synergistic effect of the frame and the body, as shown in FIG. 10, the vehicle body G is lowered immediately after the collision. The actual situation is that only the vehicle body crushing characteristic is set so that the vehicle body G becomes higher as the vehicle body crushing amount increases. That is, in the vehicle body crushing characteristic shown in FIG. 10, the initial load of collision is low, the amount of idle crushing until restraining the occupant is large, and only the characteristics which are completely opposite to the ideal characteristics described above are obtained. Here, in FIG. 10, it is conceivable to raise the characteristic line as a whole in order to increase the initial collision load. However, in this case, since the vehicle body energy is constant, the total amount of collapse is reduced and The required amount of crushing when restrained cannot be secured and this cannot be adopted.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to secure a necessary amount of crushing for restraining an occupant even when the vehicle body is configured in a mono-cock shape. It is an object of the present invention to provide a front body structure of an automobile that can efficiently absorb the energy of the occupant and improve the safety in the event of a head-on collision.

[0008]

[Means for Solving the Problems]

 In order to solve the above-mentioned problems and to achieve the object, a front body structure of a vehicle according to the present invention is a front body structure of a vehicle formed in a monocot shape, the front body extending along the longitudinal direction of the body. The side frame and the front side frame are arranged in the vicinity of the front side frame and extend along the front-rear direction of the vehicle body. The front portion thereof is integrally joined to the front side frame to have a predetermined rigidity in the front-rear direction of the vehicle body. The initial collision load receiving member that is formed so that it is joined to the rear end of this initial collision load receiving member, and the initial collision load received by this is dispersed and transmitted to the vehicle body components other than the front side frame. It is characterized in that it is provided with a collision load dispersion means for causing it.

In the vehicle body structure for a vehicle according to the present invention, a pair of left and right front side frames are provided, and the initial collision load receiving members are provided corresponding to the pair of left and right front side frames, respectively. Is characterized by. Further, in the front body structure of an automobile according to the present invention, the front ends of the front side frames are integrally connected to each other by a cross member extending along the vehicle width direction, and each of the initial collision load bearings is received. The front part of the member is characterized by being joined to this cross member.

In the vehicle body structure for a vehicle according to the present invention, the initial collision load receiving member is disposed below the corresponding front side frame, and the cross member is provided in the middle of the front side frames. It is characterized in that both ends are joined to each front part of the branch frame that extends in a state of branching downward from the part.

Further, in the vehicle body structure for a vehicle according to the present invention, the initial collision load receiving member is formed in a substantially straight shape. Further, in the vehicle body structure for a front part of an automobile according to the present invention, the initial collision load receiving member has a rear end integrally extending from the rear part of the front side frame toward the lower side in the lateral direction. It is characterized by being joined to.

Further, in the vehicle body structure for a vehicle according to the present invention, the collision load distribution means has a front end integrally connected to a rear end of the initial collision load receiving member, and the rear end is connected to a side sill. It is characterized in that it is provided with a first collision load distribution member that is joined. In the vehicle body structure for a vehicle according to the present invention, the first collision load distribution member extends rearward from the initial collision load receiving member and is bent toward the side sill at a midway portion. It is characterized by being.

In the vehicle body structure for a vehicle according to the present invention, the collision load distribution means extends along the vehicle width direction and is connected to a midway portion of the first collision load distribution member. It is further characterized by further comprising a second collision load distribution member having both ends thereof joined to a pair of left and right pillar members, respectively. In the vehicle body structure for a vehicle according to the present invention, the second collision load distribution member is joined to the bent middle portion of the first collision load distribution member.

[0014]

[Action]

 As described above, since the front body structure of the automobile according to the present invention is configured, in the state where the monocoque structure is adopted, the initial collision load at the time of a head-on collision is close to the front side frame, It extends along the vehicle body front-rear direction, and is received by an initial collision load receiving member that is integrally joined to the front side frame at its front portion and has a predetermined rigidity in the vehicle body front-rear direction, Further, the collision load distribution means distributes the collision load to the vehicle body constituent members other than the front side frame. As a result, the initial load can be increased at a time when the vehicle body collapse amount is small, that is, at the stage of the initial collision, and the occupant can be restrained in a state where the idling collapse amount is small.

[0015]

【Example】

 Hereinafter, a structure of an embodiment of a front body structure of an automobile according to the present invention will be described in detail with reference to FIGS. 1 to 6 of the accompanying drawings. First, as shown in FIGS. 1 and 2, a front vehicle body structure 10 of an automobile of this embodiment is configured to adopt a well-known mono-cock structure, and a frame 12 as an under vehicle body, It is configured with a body 14 as an upper body. Here, as is apparent from FIG. 2, the frame 12 is provided with a pair of left and right front side frames 16a, 16b extending along the vehicle front-rear direction, and the front ends of the front side frames 16a, 16b are The bumper member (shown in FIG. 1) 18 that defines the front end extends right after the bumper member. Here, a power train mechanism such as an engine 20 is mounted on both front side frames 16a and 16b.

Here, as shown in FIG. 3, branch frames 22a and 22b, which extend downward and forward from the lower surfaces of both front side frames 16a and 16b, are integrally connected to each other in the middle. No. 2 extending along the vehicle width direction is provided at the tip of each of the branch frames 22a and 22b. Both ends of one cross member 24 are connected to each other. On the other hand, the rear ends of both front side frames 16a and 16b are joined to the front surface of the dummy panel 26 that divides the engine room and the vehicle compartment. The rear surface of the dummy panel 26 is exactly corresponding to the front side frames 16a and 16b. A pair of left and right hinge pillars 28a and 28b are provided upright in a state of being connected to the rear of the hinge pillars and connected to each other. Further, a pair of left and right side sills 30a, 30b are arranged in a state of being connected to the rear surfaces of the lower ends of both hinge pillars 28a, 28b, respectively.

In the frame 12 of the front vehicle body structure 10 configured as described above, the configuration for controlling the collision load acting on the vehicle body structure 10 at the time of a head-on collision, which is a feature of the present invention, will be described in detail. To do. First, a pair of left and right initial collision load receiving members 32a and 32b extending along the front-rear direction of the vehicle body are disposed below both fronts 16a and 16b. Here, both the initial collision load receiving members 32a and 32b are formed so as to extend substantially straight, and are configured to have sufficient rigidity (strength) to receive the initial collision load at the time of a head-on collision. ..

Here, as shown in FIG. 4, at the tips of both the initial collision load receiving members 32a and 32b, the above-mentioned No. 1 Through holes 36 are formed in the bottom plate 24a of the cross member 24 where the two initial collision load receiving members 32a and 32b are joined, respectively, and the mounting bolts 34 to be described later are inserted from below. A nut 38 is fixed to the upper surface of the bottom plate 24a by welding while being in communication with the holes 36, respectively. Each mounting bolt 34 has a threaded groove at its tip which is screwed into the nut 38. On the other hand, mounting holes 40 through which the corresponding fixing bolts 34 are inserted are formed at the tips of the initial collision load receiving members 32a and 32b. In this manner, as shown in FIG. 5, each of the initial collision load receiving members 32a and 32b has a No. It is fixed to the lower surface of the 1 cross member 24 via the corresponding mounting bolt 34. In this way, the front ends of the respective initial collision load receiving members 32a and 32b are No. 1 and No. 2 with their mounting strength increased. It will be fixed to one cross member 24.

On the other hand, both the initial collision load receiving members 32a and 32b are terminated immediately in front of the above-mentioned dash panel 26, and the corresponding front side frame is provided at the rear end of the initial collision load receiving members 32a and 32b. It is fixed to the lower surfaces of the pair of left and right support frames 42a and 42b extending inward and downward from the rear portions of 16a and 16b. Here, in this fixing mode, the front end of this is No. It is set in the same manner as in the case of being fixed to one cross member 24. In this way, in this embodiment, each of the initial collision load receiving members 32a, 32b has its front end and rear end firmly fixed to the corresponding front side frames 16a, 16b.

Further, in this embodiment, in order to disperse and receive the initial collision load received by both the initial collision load receiving members 32a and 32b, to the vehicle body constituent members other than the front side frames 16a and 16b. A collision load distribution mechanism 44 is provided. More specifically, in this embodiment, the collision load distribution mechanism 44 is integrally joined to the rear surface of each of the initial collision load receiving members 32a and 32b and extends rearward. Collision load distribution members 46a and 46b. Here, each of the first collision load distribution members 46a and 46b is bent toward the outside at an intermediate portion located immediately behind the above-mentioned dash panel 26, and the rear ends of the respective left and right sides are the same as described above. The side sills 30a and 30b are joined to each other.

On the other hand, the collision load distribution mechanism 44 connects the bent portions of both the first collision load distribution members 46a and 46b to each other, and both ends thereof are joined to the pair of left and right hinge pillars 28a and 28b described above. The second collision load distribution member 48 is further provided. That is, the second collision load distribution member 48 extends along the vehicle width direction, and the front surface of the second collision load distribution member 48 is joined to the rear surface of the dash panel 26 described above. It should be noted that the second collision load distribution member 48 is located in the center of the floor panel 50 so as to extend along the front-rear direction of the vehicle body while straddling the tunnel portion 50a that is formed so as to avoid this. Has been formed.

That is, in this embodiment, the collision load distribution mechanism 44 serves as a vehicle body component other than the front side frames 16a and 16b, and has a pair of left and right side sills 30a and 30b each having rigidity and a pair of left and right sides. The hinge pillars 28a and 28b are employed. As a result, the initial collision load received by the pair of left and right initial collision load receiving members 32a and 32b is generated by the collision load distribution mechanism 44 between the side sills 30a and 30b and the hinge pillars 28a and 28b. Therefore, the collision load at the time of this head-on collision can be reliably received.

As described above, since the front vehicle body structure 10 of this embodiment is configured, the collision load at the initial stage of the collision when the vehicle body structure 10 is in a normal collision is a pair of the left and right initial collision load receiving members. It will be received by 32a and 32b. As a result, the proof strength of the vehicle body against a collision is increased, and as shown in Fig. 6, the collision load at the initial stage of the collision is set to be larger than the characteristic of the normal mono-cock structure shown by the chain double-dashed line. The Rukoto. As a result, at the initial stage of the collision, the occupant is quickly restrained by a seat belt or the like (not shown). That is, in this embodiment, although the mono cock structure is adopted, it is possible to obtain a characteristic close to the ideal vehicle body crushing characteristic as shown in FIG. 9 described above.

In this embodiment, in order to secure the amount of crushing after restraining the occupant, in order to secure the amount of crushing, the resistance to collision is made weaker than the characteristics of the normal mono-cock structure shown by the chain double-dashed line in FIG. It is set as shown in. In this way, the vehicle body crushing characteristic in this embodiment further approaches the ideal characteristic shown in FIG. That is, in the vehicle body front structure 10 of this embodiment, a mono-cock structure is adopted to reduce the overall weight, and it is possible to improve the fuel consumption, and the vehicle body is crushed even in the case of a head-on collision. Can be used efficiently for passenger deceleration. The energy of the occupant can be efficiently absorbed and the safety of the occupant can be improved.

It is needless to say that the present invention is not limited to the configuration of the above-described embodiment and can be variously modified without departing from the gist of the present invention. For example, in the above-described embodiment, the initial collision load receiving members 32a and 32b are described as being provided in a pair of left and right corresponding to the left and right front side frames 16a and 16b. The configuration is not limited to this, and for example, only one may be arranged in the center.

Further, in the above-described embodiment, the front ends of the initial collision load receiving members 32a and 32b have No. Although it has been described that it is fixed to the 1 cross member 24, the present invention is not limited to such a configuration, as long as it is integrally joined to the front side frames 16a and 16b. It is good and any member can be used.

Further, in the above-described embodiment, the collision load distribution mechanism 44 employs the hinge pillars 28a, 28b and the side sills 30a, 30b as the vehicle body constituent members other than the front side frames 16a, 16b. However, the present invention is not limited to such a configuration, and any device that can disperse the initial collision load may be used. However, another body component member may be used.

[0028]

[Effect of the device]

 As described above in detail, the front body structure of an automobile according to the present invention is a front body structure of an automobile formed in a mono-cock shape, and a front side frame extending along the front-rear direction of the body and this front body frame. An initial collision load that extends close to the side frame and extends along the front and rear direction of the vehicle body, and is integrally joined to the front side frame at its front portion and has a predetermined rigidity in the vehicle front-rear direction. A receiving member, and a collision load dispersion means that is joined to a rear end of the initial collision load receiving member and disperses and transmits the initial collision load received by the initial collision load to a vehicle body component other than the front side frame. Is characterized by.

In the vehicle body structure for a vehicle according to the present invention, the front side frames are provided in left and right pairs, and the initial collision load receiving members are provided in correspondence with the left and right front side frames, respectively. Is characterized by. Further, in the front body structure of an automobile according to the present invention, the front ends of the front side frames are integrally connected to each other by a cross member extending along the vehicle width direction, and each of the initial collision load bearings is received. The front part of the member is characterized by being joined to this cross member.

Further, in the vehicle body structure for a vehicle according to the present invention, the initial collision load receiving member is arranged below the corresponding front side frame, and the cross member is provided in the middle of the front side frames. It is characterized in that both ends are joined to each front part of the branch frame that extends in a state of branching downward from the part.

Further, in the vehicle body structure of the automobile according to the present invention, the initial collision load receiving member is formed in a substantially straight shape. Further, in the vehicle body structure for a front part of an automobile according to the present invention, the initial collision load receiving member has a rear end integrally extending from the rear part of the front side frame toward the lower side in the lateral direction. It is characterized by being joined to.

In the vehicle body structure for a vehicle according to the present invention, the collision load distribution means has a front end integrally connected to a rear end of the initial collision load receiving member, and the rear end is connected to a side sill. It is characterized in that it is provided with a first collision load distribution member that is joined. In the vehicle body structure for a vehicle according to the present invention, the first collision load distribution member extends rearward from the initial collision load receiving member and is bent toward the side sill at a midway portion. It is characterized by being.

In the vehicle body structure for an automobile according to the present invention, the collision load distribution means extends along the vehicle width direction and is connected to a midway portion of the first collision load distribution member, It is further characterized by further comprising a second collision load distribution member having both ends thereof joined to a pair of left and right pillar members, respectively. In the vehicle body structure for a vehicle according to the present invention, the second collision load distribution member is joined to the bent middle portion of the first collision load distribution member.

Therefore, according to the present invention, even when the vehicle body is configured in a mono-cock shape, the energy of the occupant can be efficiently absorbed while ensuring the required crushing amount for restraining the occupant. It will be provided with a front body structure of an automobile that can improve safety in the event of a collision.

[Brief description of drawings]

FIG. 1 is a side view schematically showing a configuration of an embodiment of a front body structure of an automobile according to the present invention.

FIG. 2 is a plan view showing a configuration of a front vehicle body structure shown in FIG.

3 is a perspective view showing a configuration of a front vehicle body structure shown in FIG. 1. FIG.

FIG. 4 shows the front end No. of the initial collision load receiving member. It is sectional drawing which shows the fixed state to one cross member.

5 is a perspective view for explaining a fixing operation in a fixing portion shown in FIG.

FIG. 6 is a diagram showing a vehicle body crushing characteristic at the time of a head-on collision of a vehicle body having a mono-cock structure according to this embodiment.

FIG. 7 is a side view schematically showing an ideal collision state in the early stage of a head-on collision.

FIG. 8 is a side view schematically showing an ideal collapsed state in the latter half of a head-on collision.

FIG. 9 is a diagram showing an ideal vehicle body crushing characteristic at the time of a head-on collision.

FIG. 10 is a diagram showing a vehicle body crushing characteristic at the time of a head-on collision of the vehicle body in the conventional mono-cock structure.

[Explanation of symbols]

 10 front body structure, 12 frame, 14 body, 16a; 16b front side frame, 18 bumper member, 20 engine, 22a; 22b branch frame, 24 No. 1 cross member, 26 dash panel, 28a; 28b hinge pillar, 30a; 30b side sill, 32a; 32b initial collision load receiving member, 34 mounting bolt, 36 insertion hole, 38 nut, 40 mounting hole, 42a; 42b support frame, 44 collision load Dispersion mechanism, 46a; 46b First collision load distribution member, 48 Second collision load distribution member, 50 Floor panel, 50a Tunnel section.

Claims (10)

[Scope of utility model registration request] 1. In a front body structure of a vehicle formed in a monocot shape, a front side frame extending along the vehicle front-rear direction, and a vehicle extending along the vehicle front-rear direction in the vicinity of the front side frame. An initial collision load receiving member that is integrally joined to the front side frame at its front portion and is formed to have a predetermined rigidity in the vehicle front-rear direction, and a rear end of the initial collision load receiving member. A front vehicle body structure for an automobile, comprising: collision load dispersion means for distributing and transmitting the initial collision load received by the vehicle body constituent members other than the front side frame. 2. The front of the vehicle according to claim 1, wherein the front side frame is provided in a pair of left and right, and the initial collision load receiving member is provided corresponding to the pair of left and right front side frames, respectively. Part body structure. 3. The front ends of the front side frames are integrally connected to each other by a cross member extending along the vehicle width direction, and front portions of the initial collision load receiving members are joined to the cross members. The front body structure of the automobile according to claim 2, wherein 4. The initial collision load receiving member is disposed below a corresponding front side frame, and the cross member extends in a state of branching from a middle portion of the front side frames toward a lower front side. The front body structure of the automobile according to claim 3, wherein both ends of each of the branch frames are joined to each other. 5. The front vehicle body structure according to claim 1, wherein the initial collision load receiving member is formed in a substantially straight shape. 6. The initial collision load receiving member has a rear end joined to a front end of a support frame integrally extending laterally downward from a rear portion of the front side frame. Item 1. A front vehicle body structure for an automobile according to Item 1. 7. The collision load distribution means comprises a first collision load distribution member having a front end integrally connected to a rear end of the initial collision load receiving member, and the rear end joined to a side sill. The front body structure of the automobile according to claim 1, wherein 8. The first collision load distribution member extends rearward from the initial collision load receiving member, and is bent toward a side sill at a midway portion. 7. The front body structure of the automobile according to 7. 9. The collision load distribution means extends along the vehicle width direction, is connected to a middle part of the first collision load distribution member, and has both ends thereof respectively joined to a pair of left and right pillar members. 9. The front body structure for a vehicle according to claim 8, further comprising two collision load distribution members. 10. The front body of an automobile according to claim 9, wherein the second collision load distribution member is joined to a bent middle portion of the first collision load distribution member. Construction.