WO2011108080A1 - Vehicle front structure - Google Patents

Vehicle front structure Download PDF

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Publication number
WO2011108080A1
WO2011108080A1 PCT/JP2010/053343 JP2010053343W WO2011108080A1 WO 2011108080 A1 WO2011108080 A1 WO 2011108080A1 JP 2010053343 W JP2010053343 W JP 2010053343W WO 2011108080 A1 WO2011108080 A1 WO 2011108080A1
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Prior art keywords
vehicle
impact
absorbing member
shock absorbing
shock
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PCT/JP2010/053343
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French (fr)
Japanese (ja)
Inventor
晃士 吉田
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トヨタ自動車株式会社
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Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2010/053343 priority Critical patent/WO2011108080A1/en
Publication of WO2011108080A1 publication Critical patent/WO2011108080A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames

Definitions

  • the present invention relates to a vehicle front structure, and more particularly to a vehicle front structure in consideration of a vehicle collision.
  • Patent Document 1 discloses a vehicle front structure in which a power plant is supported on each side frame.
  • the power plant includes an engine disposed on the right side of the front part of the vehicle body and a transmission disposed on the left side of the front part of the vehicle body and coupled to the lower part on the left side of the engine.
  • An impact force receiving member is provided in the vicinity of the front surface of the space located above the transmission.
  • the front side member that forms the skeleton of the side end of the front part of the vehicle and the central skeleton of the front part of the vehicle are formed until the components in the front part of the vehicle that have been crushed by the impact come into contact with the power plant and the impact receiving member.
  • the load must be received by the center member only. Therefore, unexpected deformation and breakage may occur in the front side member and the center member. If the front side member or the center member breaks, there is a possibility that the shock absorption is insufficient.
  • the impact receiving part of the above technique is not configured to absorb collision energy, there is a possibility that a large impact is transmitted to the passenger compartment.
  • the present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle front structure capable of reducing a load applied to the vehicle at the time of a collision or the like.
  • the present invention is located between a vehicle engine, a vehicle front component located in front of the engine, and a vehicle front component, and absorbs shock from the vehicle front. It is the vehicle front part structure provided with the member.
  • an impact absorbing member is provided between the engine and the front part of the vehicle positioned in front of the engine, such as a radiator, and absorbs an impact from the front of the vehicle in the event of a collision.
  • a new load path is generated between the radiator and the engine. Therefore, the burden on the skeleton of other vehicles such as the front side member can be reduced, and the efficiency of absorbing an impact at the time of a collision or the like can be improved.
  • the vehicle further includes a front side member that forms a skeleton of the side end portion of the vehicle and extends from the front end of the vehicle to the rear of the vehicle, and the amount of the shock absorbing member being compressed and deformed by the impact,
  • the difference from the amount of compression and deformation can be less than a predetermined threshold.
  • the difference between the amount by which the shock absorbing member is compressed and deformed by the shock and the amount by which the front side member is compressed and deformed by the shock is less than a predetermined threshold value, and is equal.
  • the load transmission path of the vehicle front part such as the radiator and the shock absorbing member and the load transmission path of the front side member transmit the load in the same manner, and absorb the impact energy. Efficiency can be further improved.
  • a center member that forms a skeleton at the center of the vehicle and extends from the front end of the vehicle to the rear of the vehicle, and the impact absorbing member can be integrated with the upper surface of the center member.
  • the shock absorbing member is integrated with the upper surface of the center member. Therefore, the burden on the center member with respect to the impact can be reduced, and the loss of the load transmission path due to the center member being broken or the like can be prevented. Therefore, the efficiency of absorbing impact energy can be further improved.
  • the difference between the amount by which the shock absorbing member is compressed and deformed by the shock and the amount by which the center member is compressed and deformed by the shock is less than a predetermined threshold value.
  • the difference between the amount by which the shock absorbing member is compressed and deformed by the impact and the amount by which the center member is compressed and deformed by the impact is less than a predetermined threshold value, and is equal.
  • the load transmission path by the impact absorbing member and the load transmission path by the center member transmit the load in the same manner, and the efficiency of absorbing the energy of the impact can be further improved.
  • the impact absorbing member can be configured by using a plate member that is a cylindrical member extending along the longitudinal direction of the vehicle.
  • the shock absorbing member is configured by using a plate member as a cylindrical member extending in the front-rear direction of the vehicle. Therefore, the impact absorbing member can be easily formed from a plate material.
  • the impact absorbing member may be configured such that a plate-like lid member having a normal line along the front-rear direction of the vehicle is provided at the front end of the cylindrical member.
  • the shock absorbing member is configured such that a plate-like lid member having a normal line along the front-rear direction of the vehicle is provided at the front end portion of the cylindrical member.
  • the impact absorbing member can be configured such that the plate material is bent so as to form a cylindrical shape at one or two broken line portions along the longitudinal direction of the vehicle.
  • the impact absorbing member is configured such that the plate material is bent so as to form a cylindrical shape at one or two broken line portions along the longitudinal direction of the vehicle.
  • the shock absorbing member can be easily formed by simply bending the plate material so as to form a cylindrical shape at one or two broken line portions.
  • the impact absorbing member can be configured such that the plate material is bent so as to form a cylindrical shape at three or more broken line portions along the longitudinal direction of the vehicle.
  • the shock absorbing member is configured such that the plate material is bent in a cylindrical shape at three or more broken line portions along the longitudinal direction of the vehicle. Thereby, many broken line parts which become high in strength can be provided, and the strength of the shock absorbing member can be further improved.
  • shock absorbing member can be configured such that the plate material is bent so as to form a cylindrical shape.
  • the shock absorbing member is configured such that the plate material is bent so as to form a cylindrical shape. This makes it possible to form the strongest impact absorbing member from the plate material.
  • the vehicle front structure of the present invention it is possible to improve the efficiency of absorbing an impact during a collision or the like.
  • the vehicle front structure according to the first embodiment of the present invention forms a skeleton of left and right side end portions of the vehicle and extends from the front end of the vehicle to the rear of the vehicle.
  • a member 12 is provided.
  • the vehicle front structure of the present embodiment further includes a center member 14 that forms a skeleton at the center of the vehicle and extends from the front end of the vehicle to the rear of the vehicle.
  • An engine 30 is disposed between the pair of front side members 12 and on the center member 14.
  • a radiator 16 is disposed in front of the engine 30 and at the front ends of the front side member 12 and the center member 14.
  • an impact absorbing member 20a for absorbing an impact from the front of the vehicle is provided on the upper surface of the center member 14 between the engine 30 and the radiator 16.
  • the shock absorbing member 20 a is configured such that a plate material is bent so as to form a cylinder shape by four broken line portions 23.
  • the shock absorbing member 20a is integrated with the center member 14 at its lower end.
  • the shock absorbing member 20a is provided with a plurality of recesses 21. Due to the recess 21, the impact absorbing member 20 a is crushed by the impact from the front of the vehicle and absorbs the impact.
  • the front side member 12 is also provided with a recess 13.
  • the center member 14 is also provided with a recess 15.
  • the front side member 12 and the center member 14 are crushed by the recesses 13 and 15 with respect to the impact from the front of the vehicle, respectively, and absorb the impact.
  • the difference in deformation amount that the front side member 12, the center member 14, and the shock absorbing member 20a are crushed with respect to the same impact from the front of the vehicle is within a predetermined range and is substantially the same.
  • FIG. 4 a collision or the like, when the load is applied F 1 from the vehicle front, the front side member 12, the center member 14 and the shock absorbing member 20a is crushed by the same amount of deformation. Front side member 12, the center member 14 and the shock absorbing member 20a, while absorbing the load F 1, the load F 2, F 3, F 4 , by dispersing transmission path of the load to multiple transmitted to the vehicle rear. As a result, as shown in FIG. 5, the front side member 12 and the center member 14 are deformed by the same deformation amount S while equally absorbing the load F. For this reason, the deformation strokes of the front side member 12 and the center member 14 are small.
  • the present embodiment it is located between the front part of the vehicle 30 located in front of the engine 30 such as the radiator 16 and the engine 30 to absorb the impact from the front of the vehicle at the time of a collision or the like.
  • the shock absorbing member 20a is provided. As a result, a new load path is generated between the radiator 16 and the engine 30. Therefore, the burden on the skeleton of other vehicles such as the front side member 12 can be reduced, and the efficiency of absorbing an impact at the time of a collision or the like can be improved.
  • the difference between the amount that the shock absorbing member 20a is compressed and deformed by the impact and the amount that the front side member 12 is compressed and deformed by the impact is less than a predetermined threshold and is equivalent. Yes.
  • the load transmission path by the front vehicle component such as the radiator 16 and the shock absorbing member 20a and the load transmission path by the front side member 12 transmit the load in the same manner.
  • the efficiency of absorbing energy can be further improved.
  • the shock absorbing member 20a is integrated with the upper surface of the center member 14. As a result, it is possible to reduce the burden on the center member 14 with respect to the impact, and to prevent the loss of the load transmission path due to the center member 14 being broken. Therefore, the efficiency of absorbing impact energy can be further improved.
  • the difference between the amount that the shock absorbing member 20a is compressed and deformed by the impact and the amount that the center member 14 is compressed and deformed by the impact is less than a predetermined threshold and is equivalent. .
  • the load transmission path by the shock absorbing member 20a and the load transmission path by the center member 14 transmit the load in the same manner, and the efficiency of absorbing the energy of the impact can be further improved.
  • the shock absorbing member 20a is configured by using a plate member as a cylindrical member extending along the front-rear direction of the vehicle. Therefore, the impact absorbing member 20a can be easily formed from a plate material.
  • the impact absorbing member 20a is configured by bending the plate material so as to form a cylindrical shape at three or more broken line portions 23 along the longitudinal direction of the vehicle. Thereby, many broken line parts 23 with which strength becomes high can be provided, and the strength of shock absorption member 20a can be improved more.
  • the impact absorbing member 20 b is provided with a plate-like lid member 22 having a normal line along the front-rear direction of the vehicle at the front end portion of the cylindrical member. Is different from the first embodiment. As a result, the area where the components at the front of the vehicle such as the radiator 16 and the impact absorbing member 20b come into contact with each other at the time of a collision increases, and the efficiency of absorbing the impact can be further improved.
  • the shock absorbing member 20 c is configured such that the plate material is bent so as to form a cylindrical shape at two broken line portions 23 along the front-rear direction of the vehicle. Thereby, the shock absorbing member can be easily formed by simply bending the plate material so as to form a cylindrical shape at the two broken line portions 23.
  • the shock absorbing member 20d is configured by bending a plate material so as to form a cylindrical shape. This makes it possible to form the strongest impact absorbing member from the plate material.
  • the impact absorbing member 20e is configured such that the plate material is bent so as to form a cylindrical shape at six broken line portions 23 along the longitudinal direction of the vehicle. Thereby, many broken line parts 23 with which strength becomes high can be provided, and the strength of impact absorption member 20e can be improved more. Moreover, since it can manufacture by bending a board
  • the efficiency of absorbing the impact at the time of collision can be increased.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

A shock absorbing member (20a) for absorbing the shock from the front side of a vehicle during a crash is positioned between an engine (30) and a vehicle front structure positioned on the front side of the engine (30), such as on the front side of the radiator (16). As a consequence, a new path for load is formed between the radiator (16) and the engine (30). Thus, it is possible to reduce the load applied to other sections of the vehicle frame work such as a front side member (12) or a center member (14), and to improve the shock absorption efficiency during a crash.

Description

車両前部構造Vehicle front structure
　本発明は、車両前部構造に関し、特に車両の衝突時を考慮した車両前部構造に関する。 The present invention relates to a vehicle front structure, and more particularly to a vehicle front structure in consideration of a vehicle collision.
　衝突時における安全性を考慮した車両の構造が提案されている。例えば、特許文献１には、パワープラントを各サイドフレームにそれぞれ支持させた車両前部構造が開示されている。パワープラントは、車体前部の右側に配置されたエンジンと、車体前部の左側に配置されてエンジンの左側の下部に結合されるトランスミッションとで構成されている。トランスミッションの上方に位置する空間の前面近傍に衝撃力受け部材が設けられている。これにより、前進走行中の自動車の左側のみに物体が衝突したときでも、その衝撃は衝撃受け部材を介してパワープラントに伝えられる。衝撃はパワープラントを介してサイドフレームに伝えられる。これにより、特許文献１の車両前部構造は、物体から車体に与えられる衝撃力に基づくエネルギーが上記車体前部によって十分に吸収されるようにしている。 A vehicle structure that considers safety in the event of a collision has been proposed. For example, Patent Document 1 discloses a vehicle front structure in which a power plant is supported on each side frame. The power plant includes an engine disposed on the right side of the front part of the vehicle body and a transmission disposed on the left side of the front part of the vehicle body and coupled to the lower part on the left side of the engine. An impact force receiving member is provided in the vicinity of the front surface of the space located above the transmission. Thus, even when an object collides only with the left side of the automobile that is traveling forward, the impact is transmitted to the power plant via the impact receiving member. The impact is transmitted to the side frame through the power plant. As a result, the vehicle front structure disclosed in Patent Document 1 is configured such that energy based on the impact force applied from the object to the vehicle body is sufficiently absorbed by the vehicle body front portion.
特開平９－２１６５７５号公報JP-A-9-216575
　ところで、上記技術では、パワープラントの前方と車両前部の構成物との間に空間が存在している。そのため、衝撃により潰れた車両前部の構成物がパワープラントや衝撃受け部材と接触するまでは、車両前部の側端の骨格を形成するフロントサイドメンバ及び車両前部の中央の骨格を形成するセンタメンバのみで荷重を受けなければならない。したがって、フロントサイドメンバやセンタメンバに予期せぬ変形や破断が生じる可能性がある。フロントサイドメンバやセンタメンバが破断した場合、衝撃の吸収が不十分となる可能性がある。また、上記技術の衝撃受け部は、衝突のエネルギーを吸収する構成ではないため、車室に大きな衝撃を伝えてしまう可能性がある。 By the way, in the above technique, a space exists between the front of the power plant and the components in the front of the vehicle. Therefore, the front side member that forms the skeleton of the side end of the front part of the vehicle and the central skeleton of the front part of the vehicle are formed until the components in the front part of the vehicle that have been crushed by the impact come into contact with the power plant and the impact receiving member. The load must be received by the center member only. Therefore, unexpected deformation and breakage may occur in the front side member and the center member. If the front side member or the center member breaks, there is a possibility that the shock absorption is insufficient. Moreover, since the impact receiving part of the above technique is not configured to absorb collision energy, there is a possibility that a large impact is transmitted to the passenger compartment.
　本発明は、このような事情を考慮してなされたものであり、その目的は、衝突時等に車両にかかる荷重を低減することが可能な車両前部構造を提供することにある。 The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle front structure capable of reducing a load applied to the vehicle at the time of a collision or the like.
　本発明は、車両のエンジンと、エンジンの前方に位置する車両前部の構成物と、エンジンと車両前部の構成物との間に位置し、車両前方からの衝撃を吸収するための衝撃吸収部材とを備えた車両前部構造である。 The present invention is located between a vehicle engine, a vehicle front component located in front of the engine, and a vehicle front component, and absorbs shock from the vehicle front. It is the vehicle front part structure provided with the member.
　この構成によれば、ラジエータ等のエンジンの前方に位置する車両前部の構成物とエンジンとの間に位置し、衝突時等における車両前方からの衝撃を吸収するための衝撃吸収部材を備える。これにより、ラジエータ等とエンジンとの間に荷重の経路が新たに発生する。そのため、フロントサイドメンバ等の他の車両の骨格への負担を軽減でき、衝突時等における衝撃を吸収する効率を向上させることができる。 According to this configuration, an impact absorbing member is provided between the engine and the front part of the vehicle positioned in front of the engine, such as a radiator, and absorbs an impact from the front of the vehicle in the event of a collision. As a result, a new load path is generated between the radiator and the engine. Therefore, the burden on the skeleton of other vehicles such as the front side member can be reduced, and the efficiency of absorbing an impact at the time of a collision or the like can be improved.
　この場合、車両の側端部の骨格を形成し、車両の前端から車両の後方へと伸びるフロントサイドメンバをさらに備え、衝撃吸収部材が衝撃により圧縮されて変形する量と、フロントサイドメンバが衝撃により圧縮されて変形する量との差が所定の閾値未満であるものとできる。 In this case, the vehicle further includes a front side member that forms a skeleton of the side end portion of the vehicle and extends from the front end of the vehicle to the rear of the vehicle, and the amount of the shock absorbing member being compressed and deformed by the impact, Thus, the difference from the amount of compression and deformation can be less than a predetermined threshold.
　この構成によれば、衝撃吸収部材が衝撃により圧縮されて変形する量と、フロントサイドメンバが衝撃により圧縮されて変形する量との差が所定の閾値未満であり、同等とされている。これにより、ラジエータ等の車両前部の構成物と衝撃吸収部材とによる荷重の伝達経路と、フロントサイドメンバによる荷重の伝達経路とが、同様に荷重を伝達することになり、衝撃のエネルギーを吸収する効率をさらに向上させることができる。 According to this configuration, the difference between the amount by which the shock absorbing member is compressed and deformed by the shock and the amount by which the front side member is compressed and deformed by the shock is less than a predetermined threshold value, and is equal. As a result, the load transmission path of the vehicle front part such as the radiator and the shock absorbing member and the load transmission path of the front side member transmit the load in the same manner, and absorb the impact energy. Efficiency can be further improved.
　また、車両の中央部の骨格を形成し、車両の前端から車両の後方へと伸びるセンタメンバをさらに備え、衝撃吸収部材は、センタメンバの上面に一体化されているものとできる。 Further, it is possible to further include a center member that forms a skeleton at the center of the vehicle and extends from the front end of the vehicle to the rear of the vehicle, and the impact absorbing member can be integrated with the upper surface of the center member.
　この構成によれば、衝撃吸収部材は、センタメンバの上面に一体化されている。これにより、衝撃に対するセンタメンバの負担を軽減し、センタメンバが折れること等による荷重の伝達経路の消失を防止することができる。そのため、衝撃のエネルギーを吸収する効率をさらに向上させることができる。 According to this configuration, the shock absorbing member is integrated with the upper surface of the center member. Thereby, the burden on the center member with respect to the impact can be reduced, and the loss of the load transmission path due to the center member being broken or the like can be prevented. Therefore, the efficiency of absorbing impact energy can be further improved.
　この場合、衝撃吸収部材が衝撃により圧縮されて変形する量と、センタメンバが衝撃により圧縮されて変形する量との差が所定の閾値未満であるものとできる。 In this case, the difference between the amount by which the shock absorbing member is compressed and deformed by the shock and the amount by which the center member is compressed and deformed by the shock is less than a predetermined threshold value.
　この構成によれば、衝撃吸収部材が衝撃により圧縮されて変形する量と、センタメンバが衝撃により圧縮されて変形する量との差が所定の閾値未満であり、同等とされている。これにより、衝撃吸収部材による荷重の伝達経路とセンタメンバによる荷重の伝達経路とが、同様に荷重を伝達することになり、衝撃のエネルギーを吸収する効率をさらに向上させることができる。 According to this configuration, the difference between the amount by which the shock absorbing member is compressed and deformed by the impact and the amount by which the center member is compressed and deformed by the impact is less than a predetermined threshold value, and is equal. As a result, the load transmission path by the impact absorbing member and the load transmission path by the center member transmit the load in the same manner, and the efficiency of absorbing the energy of the impact can be further improved.
　衝撃吸収部材は、板材を車両の前後方向に沿って伸びる筒状の部材とすることにより構成されているものとできる。 The impact absorbing member can be configured by using a plate member that is a cylindrical member extending along the longitudinal direction of the vehicle.
　この構成によれば、衝撃吸収部材は、板材を車両の前後方向に沿って伸びる筒状の部材とすることにより構成されている。そのため、衝撃吸収部材は板材から容易に形成できるものとなる。 According to this configuration, the shock absorbing member is configured by using a plate member as a cylindrical member extending in the front-rear direction of the vehicle. Therefore, the impact absorbing member can be easily formed from a plate material.
　衝撃吸収部材は、筒状の部材の前端部に車両の前後方向に沿った法線を有する板状の蓋部材が設けられて構成されているものとできる。 The impact absorbing member may be configured such that a plate-like lid member having a normal line along the front-rear direction of the vehicle is provided at the front end of the cylindrical member.
　この構成によれば、衝撃吸収部材は、筒状の部材の前端部に車両の前後方向に沿った法線を有する板状の蓋部材が設けられて構成されている。そのため、衝突時等にラジエータ等の車両前部の構成物と衝撃吸収部材とが接触する面積が増加し、衝撃を吸収する効率をさらに向上させることができる。 According to this configuration, the shock absorbing member is configured such that a plate-like lid member having a normal line along the front-rear direction of the vehicle is provided at the front end portion of the cylindrical member. As a result, the area where the components in the front of the vehicle such as the radiator come into contact with the shock absorbing member at the time of a collision increases, and the efficiency of absorbing the shock can be further improved.
　また、衝撃吸収部材は、車両の前後方向に沿った１本又は２本の折れ線部において板材が筒状をなすように折り曲げられて構成されているものとできる。 Further, the impact absorbing member can be configured such that the plate material is bent so as to form a cylindrical shape at one or two broken line portions along the longitudinal direction of the vehicle.
　この構成によれば、衝撃吸収部材は、車両の前後方向に沿った１本又は２本の折れ線部において板材が筒状をなすように折り曲げられて構成されている。これにより、衝撃吸収部材は、板材を１本又は２本の折れ線部において筒状を成すように折り曲げるだけで容易に形成できるものとなる。 According to this configuration, the impact absorbing member is configured such that the plate material is bent so as to form a cylindrical shape at one or two broken line portions along the longitudinal direction of the vehicle. Thereby, the shock absorbing member can be easily formed by simply bending the plate material so as to form a cylindrical shape at one or two broken line portions.
　また、衝撃吸収部材は、車両の前後方向に沿った３本以上の折れ線部において板材が筒状をなすように折り曲げられて構成されているものとできる。 Further, the impact absorbing member can be configured such that the plate material is bent so as to form a cylindrical shape at three or more broken line portions along the longitudinal direction of the vehicle.
　この構成によれば、衝撃吸収部材は、車両の前後方向に沿った３本以上の折れ線部において板材が筒状をなすように折り曲げられて構成されている。これにより、強度が高くなる折れ線部を多数設けることができ、衝撃吸収部材の強度をより向上させることができる。 According to this configuration, the shock absorbing member is configured such that the plate material is bent in a cylindrical shape at three or more broken line portions along the longitudinal direction of the vehicle. Thereby, many broken line parts which become high in strength can be provided, and the strength of the shock absorbing member can be further improved.
　また、衝撃吸収部材は、板材が円筒状をなすように折り曲げられて構成されているものとできる。 Also, the shock absorbing member can be configured such that the plate material is bent so as to form a cylindrical shape.
　この構成によれば、衝撃吸収部材は、板材が円筒状をなすように折り曲げられて構成されている。これにより、最も強度の強い衝撃吸収部材を板材から形成することが可能となる。 According to this configuration, the shock absorbing member is configured such that the plate material is bent so as to form a cylindrical shape. This makes it possible to form the strongest impact absorbing member from the plate material.
　本発明の車両前部構造によれば、衝突時等における衝撃を吸収する効率を向上させることができる。 According to the vehicle front structure of the present invention, it is possible to improve the efficiency of absorbing an impact during a collision or the like.
第１実施形態に係る車両前部構造を示す側面図である。It is a side view which shows the vehicle front part structure which concerns on 1st Embodiment. 第１実施形態に係る車両前部構造を示す平面図である。It is a top view which shows the vehicle front part structure which concerns on 1st Embodiment. 第１実施形態に係る衝撃吸収部材を示す斜視図である。It is a perspective view which shows the impact-absorbing member which concerns on 1st Embodiment. 第１実施形態に係る車両前部構造の衝突時における作用を示す側面図である。It is a side view which shows the effect | action at the time of the collision of the vehicle front part structure which concerns on 1st Embodiment. 第１実施形態に係るフロントサイドメンバ及びセンタメンバの変形量と負担する荷重との関係を示すグラフである。It is a graph which shows the relationship between the deformation | transformation amount of the front side member and center member which concern on 1st Embodiment, and the load to bear. 従来の車両前部構造を示す側面図である。It is a side view which shows the conventional vehicle front part structure. 従来の車両前部構造の衝突時の作用を示す側面図である。It is a side view which shows the effect | action at the time of the collision of the conventional vehicle front part structure. 従来のフロントサイドメンバ及びセンタメンバの変形量と負担する荷重との関係を示すグラフである。It is a graph which shows the relationship between the deformation amount of the conventional front side member and the center member, and the load to bear. 第２実施形態に係る衝撃吸収部材を示す斜視図である。It is a perspective view which shows the impact-absorbing member which concerns on 2nd Embodiment. 第３実施形態に係る衝撃吸収部材を示す斜視図である。It is a perspective view which shows the impact-absorbing member which concerns on 3rd Embodiment. 第４実施形態に係る衝撃吸収部材を示す斜視図である。It is a perspective view which shows the impact-absorbing member which concerns on 4th Embodiment. 第５実施形態に係る衝撃吸収部材を示す斜視図である。It is a perspective view which shows the impact-absorbing member which concerns on 5th Embodiment.
　以下、図面を参照して本発明の実施形態について説明する。図１及び図２に示すように、本発明の第１実施形態の車両前部構造は、車両の左右側端部の骨格を形成し、車両の前端から車両の後方へと伸びる一対のフロントサイドメンバ１２を備えている。また、本実施形態の車両前部構造は、車両の中央部の骨格を形成し、車両の前端から車両の後方へと伸びるセンタメンバ１４をさらに備えている。一対のフロントサイドメンバ１２の間とセンタメンバ１４の上には、エンジン３０が配置されている。エンジン３０の前方であって、フロントサイドメンバ１２及びセンタメンバ１４の前端には、ラジエータ１６が配置されている。 Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIGS. 1 and 2, the vehicle front structure according to the first embodiment of the present invention forms a skeleton of left and right side end portions of the vehicle and extends from the front end of the vehicle to the rear of the vehicle. A member 12 is provided. In addition, the vehicle front structure of the present embodiment further includes a center member 14 that forms a skeleton at the center of the vehicle and extends from the front end of the vehicle to the rear of the vehicle. An engine 30 is disposed between the pair of front side members 12 and on the center member 14. A radiator 16 is disposed in front of the engine 30 and at the front ends of the front side member 12 and the center member 14.
　図１～図３に示すように、エンジン３０とラジエータ１６との間であって、センタメンバ１４の上面には、車両前方からの衝撃を吸収するための衝撃吸収部材２０ａが設けられている。図３に示すように、衝撃吸収部材２０ａは、板材が４つの折れ線部２３で筒状を成すように折り曲げられて構成されている。衝撃吸収部材２０ａは、その下端部でセンタメンバ１４と一体化されている。衝撃吸収部材２０ａには、複数の凹部２１が設けられている。凹部２１により、衝撃吸収部材２０ａは、車両前方からの衝撃に対して潰れ、衝撃を吸収するようにされている。 1 to 3, an impact absorbing member 20a for absorbing an impact from the front of the vehicle is provided on the upper surface of the center member 14 between the engine 30 and the radiator 16. As shown in FIG. 3, the shock absorbing member 20 a is configured such that a plate material is bent so as to form a cylinder shape by four broken line portions 23. The shock absorbing member 20a is integrated with the center member 14 at its lower end. The shock absorbing member 20a is provided with a plurality of recesses 21. Due to the recess 21, the impact absorbing member 20 a is crushed by the impact from the front of the vehicle and absorbs the impact.
　また、図１及び図３に示すように、フロントサイドメンバ１２にも凹部１３が設けられている。また、センタメンバ１４にも凹部１５が設けられている。フロントサイドメンバ１２及びセンタメンバ１４は、凹部１３，１５によりそれぞれ車両前方からの衝撃に対して潰れ、衝撃を吸収するようにされている。フロントサイドメンバ１２、センタメンバ１４及び衝撃吸収部材２０ａが、車両前方からの同じ衝撃に対して潰れる変形量の違いは、所定の範囲内とされており、実質的に同一とされている。 Further, as shown in FIGS. 1 and 3, the front side member 12 is also provided with a recess 13. The center member 14 is also provided with a recess 15. The front side member 12 and the center member 14 are crushed by the recesses 13 and 15 with respect to the impact from the front of the vehicle, respectively, and absorb the impact. The difference in deformation amount that the front side member 12, the center member 14, and the shock absorbing member 20a are crushed with respect to the same impact from the front of the vehicle is within a predetermined range and is substantially the same.
　以下、本実施形態の車両前部構造の作用について説明する。図４に示すように、衝突等により、車両前方からの荷重Ｆ１が加わると、フロントサイドメンバ１２、センタメンバ１４及び衝撃吸収部材２０ａが同じ変形量で潰れる。フロントサイドメンバ１２、センタメンバ１４及び衝撃吸収部材２０ａは、荷重Ｆ１を吸収しつつ、荷重Ｆ２、Ｆ３、Ｆ４と、荷重の伝達経路を複数に分散させて車両後方に伝達する。この結果、図５に示すように、フロントサイドメンバ１２及びセンタメンバ１４は、同等に荷重Ｆを吸収しつつ同じ変形量Ｓだけ変形する。このため、フロントサイドメンバ１２及びセンタメンバ１４の変形のストロークは小さなものとなる。 Hereinafter, the operation of the vehicle front structure of the present embodiment will be described. As shown in FIG. 4, a collision or the like, when the load is applied F 1 from the vehicle front, the front side member 12, the center member 14 and the shock absorbing member 20a is crushed by the same amount of deformation. Front side member 12, the center member 14 and the shock absorbing member 20a, while absorbing the load F 1, the load F 2, F 3, F 4 , by dispersing transmission path of the load to multiple transmitted to the vehicle rear. As a result, as shown in FIG. 5, the front side member 12 and the center member 14 are deformed by the same deformation amount S while equally absorbing the load F. For this reason, the deformation strokes of the front side member 12 and the center member 14 are small.
　一方、図６に示すような衝撃吸収部材２０ａが設けられていない車両前部構造に前方からの衝撃が加わると、図７に示すように、センタメンバ１４への衝撃の吸収が不十分なため、屈曲点Ｃで、センタメンバ１４が折れる可能性がある。この場合、図８に示すように、センタメンバ１４により吸収される荷重Ｆは極めて小さくなり、荷重の大部分がフロントサイドメンバ１２により吸収されることとなる。その結果、フロントサイドメンバ１２の変形量は大きなものとなる。 On the other hand, when an impact from the front is applied to the vehicle front structure in which the impact absorbing member 20a as shown in FIG. 6 is not provided, as shown in FIG. 7, the impact absorption to the center member 14 is insufficient. The center member 14 may be broken at the bending point C. In this case, as shown in FIG. 8, the load F absorbed by the center member 14 becomes extremely small, and most of the load is absorbed by the front side member 12. As a result, the deformation amount of the front side member 12 becomes large.
　以上のように、本実施形態では、ラジエータ１６等のエンジン３０の前方に位置する車両前部の構成物とエンジン３０との間に位置し、衝突時等における車両前方からの衝撃を吸収するための衝撃吸収部材２０ａを備える。これにより、ラジエータ１６等とエンジン３０との間に荷重の経路が新たに発生する。そのため、フロントサイドメンバ１２等の他の車両の骨格への負担を軽減でき、衝突時等における衝撃を吸収する効率を向上させることができる。 As described above, in the present embodiment, it is located between the front part of the vehicle 30 located in front of the engine 30 such as the radiator 16 and the engine 30 to absorb the impact from the front of the vehicle at the time of a collision or the like. The shock absorbing member 20a is provided. As a result, a new load path is generated between the radiator 16 and the engine 30. Therefore, the burden on the skeleton of other vehicles such as the front side member 12 can be reduced, and the efficiency of absorbing an impact at the time of a collision or the like can be improved.
　また、本実施形態では、衝撃吸収部材２０ａが衝撃により圧縮されて変形する量と、フロントサイドメンバ１２が衝撃により圧縮されて変形する量との差が所定の閾値未満であり、同等とされている。これにより、ラジエータ１６等の車両前部の構成物と衝撃吸収部材２０ａとによる荷重の伝達経路と、フロントサイドメンバ１２による荷重の伝達経路とが、同様に荷重を伝達することになり、衝撃のエネルギーを吸収する効率をさらに向上させることができる。 Further, in the present embodiment, the difference between the amount that the shock absorbing member 20a is compressed and deformed by the impact and the amount that the front side member 12 is compressed and deformed by the impact is less than a predetermined threshold and is equivalent. Yes. As a result, the load transmission path by the front vehicle component such as the radiator 16 and the shock absorbing member 20a and the load transmission path by the front side member 12 transmit the load in the same manner. The efficiency of absorbing energy can be further improved.
　また、本実施形態では、衝撃吸収部材２０ａは、センタメンバ１４の上面に一体化されている。これにより、衝撃に対するセンタメンバ１４の負担を軽減し、センタメンバ１４が折れること等による荷重の伝達経路の消失を防止することができる。そのため、衝撃のエネルギーを吸収する効率をさらに向上させることができる。 In the present embodiment, the shock absorbing member 20a is integrated with the upper surface of the center member 14. As a result, it is possible to reduce the burden on the center member 14 with respect to the impact, and to prevent the loss of the load transmission path due to the center member 14 being broken. Therefore, the efficiency of absorbing impact energy can be further improved.
　また、本実施形態では、衝撃吸収部材２０ａが衝撃により圧縮されて変形する量と、センタメンバ１４が衝撃により圧縮されて変形する量との差が所定の閾値未満であり、同等とされている。これにより、衝撃吸収部材２０ａによる荷重の伝達経路とセンタメンバ１４による荷重の伝達経路とが、同様に荷重を伝達することになり、衝撃のエネルギーを吸収する効率をさらに向上させることができる。 Further, in the present embodiment, the difference between the amount that the shock absorbing member 20a is compressed and deformed by the impact and the amount that the center member 14 is compressed and deformed by the impact is less than a predetermined threshold and is equivalent. . Thereby, the load transmission path by the shock absorbing member 20a and the load transmission path by the center member 14 transmit the load in the same manner, and the efficiency of absorbing the energy of the impact can be further improved.
　また、本実施形態では、衝撃吸収部材２０ａは、板材を車両の前後方向に沿って伸びる筒状の部材とすることにより構成されている。そのため、衝撃吸収部材２０ａは板材から容易に形成できるものとなる。 Further, in the present embodiment, the shock absorbing member 20a is configured by using a plate member as a cylindrical member extending along the front-rear direction of the vehicle. Therefore, the impact absorbing member 20a can be easily formed from a plate material.
　さらに、本実施形態では、衝撃吸収部材２０ａは、車両の前後方向に沿った３本以上の折れ線部２３において板材が筒状をなすように折り曲げられて構成されている。これにより、強度が高くなる折れ線部２３を多数設けることができ、衝撃吸収部材２０ａの強度をより向上させることができる。 Furthermore, in this embodiment, the impact absorbing member 20a is configured by bending the plate material so as to form a cylindrical shape at three or more broken line portions 23 along the longitudinal direction of the vehicle. Thereby, many broken line parts 23 with which strength becomes high can be provided, and the strength of shock absorption member 20a can be improved more.
　図９に示す本発明の第２実施形態では、衝撃吸収部材２０ｂは、筒状の部材の前端部に車両の前後方向に沿った法線を有する板状の蓋部材２２が設けられている点が上記第１実施形態と異なる。そのため、衝突時等にラジエータ１６等の車両前部の構成物と衝撃吸収部材２０ｂとが接触する面積が増加し、衝撃を吸収する効率をさらに向上させることができる。 In the second embodiment of the present invention shown in FIG. 9, the impact absorbing member 20 b is provided with a plate-like lid member 22 having a normal line along the front-rear direction of the vehicle at the front end portion of the cylindrical member. Is different from the first embodiment. As a result, the area where the components at the front of the vehicle such as the radiator 16 and the impact absorbing member 20b come into contact with each other at the time of a collision increases, and the efficiency of absorbing the impact can be further improved.
　図１０に示す本発明の第３実施形態では、衝撃吸収部材２０ｃは、車両の前後方向に沿った２本の折れ線部２３において板材が筒状をなすように折り曲げられて構成されている。これにより、衝撃吸収部材は、板材を２本の折れ線部２３において筒状を成すように折り曲げるだけで容易に形成できるものとなる。 In the third embodiment of the present invention shown in FIG. 10, the shock absorbing member 20 c is configured such that the plate material is bent so as to form a cylindrical shape at two broken line portions 23 along the front-rear direction of the vehicle. Thereby, the shock absorbing member can be easily formed by simply bending the plate material so as to form a cylindrical shape at the two broken line portions 23.
　図１１に示す本発明の第４実施形態では、衝撃吸収部材２０ｄは、板材が円筒状をなすように折り曲げられて構成されている。これにより、最も強度の強い衝撃吸収部材を板材から形成することが可能となる。 In the fourth embodiment of the present invention shown in FIG. 11, the shock absorbing member 20d is configured by bending a plate material so as to form a cylindrical shape. This makes it possible to form the strongest impact absorbing member from the plate material.
　図１２に示す本発明の第５実施形態では、衝撃吸収部材２０ｅは、車両の前後方向に沿った６本の折れ線部２３において板材が筒状をなすように折り曲げられて構成されている。これにより、強度が高くなる折れ線部２３を多数設けることができ、衝撃吸収部材２０ｅの強度をより向上させることができる。また、折れ線部２３で板材を折り曲げて製造することができるため、製造が容易なものとできる。 In the fifth embodiment of the present invention shown in FIG. 12, the impact absorbing member 20e is configured such that the plate material is bent so as to form a cylindrical shape at six broken line portions 23 along the longitudinal direction of the vehicle. Thereby, many broken line parts 23 with which strength becomes high can be provided, and the strength of impact absorption member 20e can be improved more. Moreover, since it can manufacture by bending a board | plate material in the broken line part 23, it can be made easy.
　以上、本発明の実施の形態について説明したが、本発明は、上記実施形態に限定されるものではなく種々の変形が可能である。 Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made.
　本発明の車両前部構造によれば、衝突時の衝撃を吸収する効率を高めることができる。 According to the vehicle front structure of the present invention, the efficiency of absorbing the impact at the time of collision can be increased.
１２　フロントサイドメンバ
１３　凹部
１４　センタメンバ
１５　凹部
１６　ラジエータ
２０ａ～２０ｅ　衝撃吸収部材
２１　凹部
２２　蓋部材
２３　折れ線部
３０　エンジン 12 Front side member 13 Recess 14 Center member 15 Recess 16 Radiators 20a to 20e Shock absorbing member 21 Recess 22 Lid member 23 Broken line 30 Engine

Claims (9)

  1. 　車両のエンジンと、
    　前記エンジンの前方に位置する前記車両前部の構成物と、
    　前記エンジンと前記車両前部の構成物との間に位置し、前記車両前方からの衝撃を吸収するための衝撃吸収部材と、
    を備えた車両前部構造。     A vehicle engine,
    The vehicle front component located in front of the engine;
    An impact absorbing member located between the engine and the vehicle front component for absorbing an impact from the front of the vehicle;
    Vehicle front structure with
  2. 　前記車両の側端部の骨格を形成し、前記車両の前端から前記車両の後方へと伸びるフロントサイドメンバをさらに備え、
    　前記衝撃吸収部材が前記衝撃により圧縮されて変形する量と、前記フロントサイドメンバが前記衝撃により圧縮されて変形する量との差が所定の閾値未満である、請求項１に記載の車両前部構造。     Forming a skeleton of a side end portion of the vehicle, further comprising a front side member extending from the front end of the vehicle to the rear of the vehicle;
    2. The vehicle front portion according to claim 1, wherein a difference between an amount of the shock absorbing member compressed and deformed by the shock and an amount of the front side member compressed and deformed by the shock is less than a predetermined threshold. Construction.
  3. 　前記車両の中央部の骨格を形成し、前記車両の前端から前記車両の後方へと伸びるセンタメンバをさらに備え、
    　前記衝撃吸収部材は、前記センタメンバの上面に一体化されている、請求項１又は２に記載の車両前部構造。     Forming a skeleton of the central portion of the vehicle, further comprising a center member extending from the front end of the vehicle to the rear of the vehicle;
    The vehicle front structure according to claim 1, wherein the shock absorbing member is integrated with an upper surface of the center member.
  4. 　前記衝撃吸収部材が前記衝撃により圧縮されて変形する量と、前記センタメンバが前記衝撃により圧縮されて変形する量との差が所定の閾値未満である、請求項３に記載の車両前部構造。 4. The vehicle front structure according to claim 3, wherein a difference between an amount of the shock absorbing member compressed and deformed by the impact and an amount of the center member compressed and deformed by the impact is less than a predetermined threshold. .
  5. 　前記衝撃吸収部材は、板材を前記車両の前後方向に沿って伸びる筒状の部材とすることにより構成されている、請求項１～４のいずれか１項に記載の車両前部構造。 The vehicle front structure according to any one of claims 1 to 4, wherein the shock absorbing member is configured by using a plate member as a cylindrical member extending along a longitudinal direction of the vehicle.
  6. 　前記衝撃吸収部材は、前記筒状の部材の前端部に前記車両の前後方向に沿った法線を有する板状の蓋部材が設けられて構成されている、請求項５に記載の車両前部構造。 The vehicle front portion according to claim 5, wherein the shock absorbing member is configured by providing a plate-like lid member having a normal line along the front-rear direction of the vehicle at a front end portion of the cylindrical member. Construction.
  7. 　前記衝撃吸収部材は、前記車両の前後方向に沿った１本又は２本の折れ線部において板材が筒状をなすように折り曲げられて構成されている、請求項５又は６に記載の車両前部構造。 The vehicle front portion according to claim 5 or 6, wherein the shock absorbing member is configured such that a plate material is bent so as to form a cylindrical shape at one or two broken line portions along the longitudinal direction of the vehicle. Construction.
  8. 　前記衝撃吸収部材は、前記車両の前後方向に沿った３本以上の折れ線部において板材が筒状をなすように折り曲げられて構成されている、請求項５又は６に記載の車両前部構造。 The vehicle front structure according to claim 5 or 6, wherein the shock absorbing member is configured such that a plate material is bent so as to form a cylindrical shape at three or more broken line portions along the longitudinal direction of the vehicle.
  9. 　前記衝撃吸収部材は、板材が円筒状をなすように折り曲げられて構成されている、請求項５又は６に記載の車両前部構造。 The vehicle front structure according to claim 5 or 6, wherein the shock absorbing member is configured by bending a plate material so as to form a cylindrical shape.
PCT/JP2010/053343 2010-03-02 2010-03-02 Vehicle front structure WO2011108080A1 (en)

Priority Applications (1)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3026078A1 (en) * 2014-09-22 2016-03-25 Autotech Engineering Aie METALLIC PIECE WITH ORIENTATION OF CONTROLLED DEFORMATIONS
US10533234B2 (en) 2014-09-22 2020-01-14 Autotech Engineering S.L. Method for laser beam heat treatment of press hardened components and press hardened components

Citations (3)

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Publication number Priority date Publication date Assignee Title
JP2007302143A (en) * 2006-05-12 2007-11-22 Honda Motor Co Ltd Sub-frame structure and manufacturing method for sub-frame
JP2008018901A (en) * 2006-07-14 2008-01-31 Toyota Motor Corp Vehicular front structure
JP4245702B2 (en) * 1998-10-06 2009-04-02 富士重工業株式会社 Front body structure of automobile

Patent Citations (3)

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Publication number Priority date Publication date Assignee Title
JP4245702B2 (en) * 1998-10-06 2009-04-02 富士重工業株式会社 Front body structure of automobile
JP2007302143A (en) * 2006-05-12 2007-11-22 Honda Motor Co Ltd Sub-frame structure and manufacturing method for sub-frame
JP2008018901A (en) * 2006-07-14 2008-01-31 Toyota Motor Corp Vehicular front structure

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3026078A1 (en) * 2014-09-22 2016-03-25 Autotech Engineering Aie METALLIC PIECE WITH ORIENTATION OF CONTROLLED DEFORMATIONS
US10533234B2 (en) 2014-09-22 2020-01-14 Autotech Engineering S.L. Method for laser beam heat treatment of press hardened components and press hardened components

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