WO2014125723A1 - Structure de logement d'amortisseur pour véhicule - Google Patents

Structure de logement d'amortisseur pour véhicule Download PDF

Info

Publication number
WO2014125723A1
WO2014125723A1 PCT/JP2013/083611 JP2013083611W WO2014125723A1 WO 2014125723 A1 WO2014125723 A1 WO 2014125723A1 JP 2013083611 W JP2013083611 W JP 2013083611W WO 2014125723 A1 WO2014125723 A1 WO 2014125723A1
Authority
WO
WIPO (PCT)
Prior art keywords
press
damper housing
front side
casting
side frame
Prior art date
Application number
PCT/JP2013/083611
Other languages
English (en)
Japanese (ja)
Inventor
朋也 彌武
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Publication of WO2014125723A1 publication Critical patent/WO2014125723A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/088—Details of structures as upper supports for springs or dampers

Definitions

  • the present invention relates to an automotive damper housing structure in which a damper housing for supporting a load input from a front suspension damper is made of metal.
  • a damper housing for supporting an upper end of a front damper of an automobile is configured by a press-formed product of a steel plate, as is known from Patent Document 1 below.
  • a damper housing for supporting an upper end of a front damper of an automobile is known from Patent Document 2 below, which is formed of a cast aluminum product.
  • the present invention has been made in view of the above-described circumstances, and an object thereof is to provide a damper housing for an automobile, which is lightweight, has high strength, and has a high degree of freedom in shape.
  • a damper housing structure of an automobile in which a damper housing for supporting a load input from a damper of a front suspension is made of metal, the damper housing pressing a metal plate. It consists of a processed press-formed part and a cast part which is cast with aluminum so as to cast at least a part of the press-formed part and fixed to the vehicle body, and the thickness of the cast part is greater than the thickness of the press-formed part SUMMARY OF THE INVENTION
  • a damper housing structure of a motor vehicle is proposed, which has a first feature that is large.
  • a damper housing structure for an automobile according to a second feature wherein the press-formed portion has a ridge line along the input direction of the load.
  • a third aspect of the invention is a damper housing for an automobile according to the third aspect, wherein the cast portion casts a rear portion of a front side frame disposed in the front-rear direction.
  • a structure is proposed.
  • the interface between the cast portion and the press-formed portion penetrates the hole of the press-formed portion from the cast portion.
  • a damper housing structure of a motor vehicle which is characterized by being coupled by an enormous aluminum anchor portion.
  • a fifth feature is that an interface between the cast portion and the press-formed portion is bonded by friction stir welding.
  • a damper housing structure of a car is proposed.
  • the cast portion includes a damper base portion for supporting the upper end of the damper, and a front side frame support for supporting a front side frame below the damper base portion.
  • a damper housing structure for an automobile characterized in that the sixth aspect is characterized by including: a part; and a reinforcing rib connecting the damper base and the front side frame support in the vertical direction.
  • a damper housing structure for an automobile according to a seventh feature having the casting portion integrally provided with a front side frame.
  • the thickness of the cast portion is 2 mm or more, and the thickness of the press-formed portion made of aluminum is less than 2 mm.
  • a damper housing structure for an automobile is proposed.
  • the damper housing supporting the load input from the damper of the front suspension is made of aluminum so as to cast at least a part of the press-formed portion formed by pressing a metal plate and the press-formed portion. Since the thickness of the cast part is larger than the thickness of the press-formed part, the cast-formed part is formed by the press-formed part to reduce the thickness. As compared with the case of integrally casting the entire damper housing, it is possible to secure the fluidity of the aluminum melt at the time of casting and to avoid the decrease in the castability due to the thinning, and moreover the casting is used in combination. By doing this, the degree of freedom in shape can be enhanced.
  • the press-formed portion since the press-formed portion has ridges along the load input direction, the reduction in rigidity and strength due to thinning of the press-formed portion can be compensated by the reinforcing effect by the ridges.
  • the casting casts the rear portion of the front side frame disposed in the front-rear direction, when the collision load of the frontal collision is input to the front side frame, It is possible not only to maintain the coupling state of the front side frame and to effectively absorb the energy by crushing the front side frame, but also to maximize the entire length of the front side frame and to further enhance the energy absorption effect .
  • the rear end of the front side frame is joined to the front end of the cast portion by welding, not only the entire length of the front side frame is shortened and the energy absorption effect is reduced, but the impact load is At the time of input, the welded portion is likely to be broken, and the front side frame is inclined and energy absorption by crushing can not be effectively performed.
  • the cast portion and the press-formed portion are joined by the anchor portion of aluminum expanding from the cast portion to the hole of the press-formed portion, the cast portion and the press
  • the molded parts can be rigidly coupled to further enhance the stiffness and strength of the damper housing.
  • the interface between the cast portion and the press-formed portion is bonded by friction stir welding, the cast portion and the press-formed portion are firmly connected to achieve rigidity and strength of the damper housing. It can be further enhanced.
  • the cast portion includes a damper base portion supporting the upper end of the damper, a front side frame support portion supporting the front side frame below the damper base portion, a damper base portion
  • the reinforcing rib connecting the front side frame supporting portion in the vertical direction is provided, so that the upper and lower portions of the press forming portion are covered and reinforced with the damper base portion and the front side frame supporting portion, and further the damper base portion and the front side frame supporting
  • the casting portion is integrally provided with the front side frame, the number of parts can be reduced and the structure can be simplified.
  • the thickness of the cast portion is 2 mm or more, the fluidity of the aluminum melt at the time of casting can be secured, and the thickness of the aluminum press-formed portion is less than 2 mm. Because of this, it is possible to reduce the weight by thinning while maintaining the same rigidity and strength as in the case where the press-formed portion is made of a steel plate.
  • FIG. 1 is a perspective view of a vehicle body of an automobile.
  • First Embodiment FIG. 2 is an enlarged view of FIG.
  • First Embodiment FIG. 3 is a sectional view taken along line 3-3 of FIG.
  • First Embodiment 4 is a cross-sectional view taken along line 4-4 of FIG.
  • First Embodiment FIG. 5 is a cross-sectional view taken along line 5-5 of FIG.
  • FIG. 6 is a diagram corresponding to FIG.
  • Second Embodiment 7 is a cross-sectional view taken along line 7-7 of FIG.
  • Second Embodiment FIG. 8 is a diagram corresponding to FIG.
  • Third Embodiment FIG. 9 is a sectional view taken along line 9-9 of FIG. Third Embodiment
  • damper housing 23 front side frame 31 press forming portion 31 d hole 32 casting portion 32 a damper base portion 32 i anchor portion 32 j front side frame support portion 32 k reinforcing rib a ridge line b ridge line
  • the vertical direction, the horizontal direction (vehicle width direction), and the front-rear direction are defined based on the occupant seated in the driver's seat.
  • a cabin 11 made of carbon fiber reinforced plastic includes a front floor panel 12 and a rear floor panel 14 connected to the rear end of the front floor panel 12 via a kickup portion 13; Left and right side sills 15, 15 extending in the longitudinal direction along the vehicle width direction side edges of the floor panel 12 and the rear floor panel 14, and front wall 16 rising from the front ends of the front floor panel 12 and left and right side sills 15, 15. And a rear wall panel 17 and a rear wall portion 17 which stands up from the rear ends of the left and right side sills 15, 15.
  • the rear floor panel 14 is formed in a bathtub shape.
  • On the upper surfaces of the left and right side sill portions 15, 15, an inverted U-shaped roll bar 18 and left and right stays 19, 19 for reinforcing the roll bar 18 are fixed.
  • Each coupling module 20 comprises a damper housing 21 and a front side frame 23 coupled together.
  • the rear ends of the CFRP left and right bumper beam extensions 24, 24 are fixed to the front ends of the front side frames 23, 23 of the left and right connection modules 20, 20, and the damper housings 21, 21 of the connection modules 20, 20 are also fixed.
  • left and right upper members 25, 25 made of CFRP are fixed.
  • the rear ends of the left and right lower members 26, 26 made of CFRP are fixed to the front ends of the left and right upper members 25, 25.
  • Both ends in the vehicle width direction of the bumper beam 27 made of CFRP are connected to the inner surface in the vehicle width direction of the front ends of the left and right bumper beam extensions 24, 24, and the vehicle width direction in the front ends of the lower members 26, 26 on the outer surface in the vehicle width direction
  • the inner surface is connected.
  • a front bulkhead 28 in which upper members 28a, lower members 28b and left and right side members 28c, 28c made of CFRP are joined in a square frame shape is connected to inner surfaces in a vehicle width direction of the left and right bumper beam extensions 24, 24.
  • connection module 20 Next, the structure of the connection module 20 will be described in detail with reference to FIGS.
  • the front side frame 23, which is a part of the connection module 20, is made of an extruded material of aluminum having a rectangular cross section in the longitudinal direction, and its front portion is formed in a straight line, but its rear portion is slightly Curve downward. Further, the damper housing 21 which is a part of the connection module 20 is cast with aluminum so as to wrap a part of the press-formed part 31 formed by press-forming an aluminum plate, a part of the press-formed part 31 and a part of the front side frame 23 And a casting unit 32.
  • Such a connection module 20 is manufactured by injecting a molten metal of aluminum into a mold in which the press forming portion 31 and the front side frame 23 are inserted in advance.
  • the press-formed portion 31 is a member having a U-shaped horizontal cross section, and includes a side wall 31a extending in the vertical and longitudinal directions, a front wall 31b bent outward from the front edge of the side wall 31a, and a rear side of the side wall 31a. And a rear wall 31c bent outward from the edge in the vehicle width direction.
  • the ridgeline a between the side wall 31a and the front wall 31b and the ridgeline b between the side wall 31a and the rear wall 31c extend in the vertical direction which is a direction along the load input direction from the suspension damper (not shown).
  • the casting portion 32 covers the upper end of the press forming portion 31 from above and supports the upper end of the suspension damper, and a front side wall extending forward from the outer end of the front wall 31 b of the press forming portion 31 in the vehicle width direction.
  • 32b a rear side wall 32c extending rearward from the outer end of the rear wall 31c of the press-formed portion 31 in the vehicle width direction, and an inner end of the front side wall 32b in the vehicle width direction to cover the outer periphery of the front side frame 23
  • An annular rear front side frame support 32e connected to the front side frame support 32d and an inner end of the rear side wall 32c in the vehicle width direction to cover the front periphery of the front side frame 23, and press molded from the front side wall 32b
  • a front rib 32f extending to cover surfaces of the front wall 31b and the side wall 31a of the portion 31, and a rear wall of the press-formed portion 31 from the rear side wall 32c Comprising a rear rib 32g that extends to cover
  • the thickness of all parts of the casting portion 32 is 2 mm or more which can ensure the fluidity of the molten metal at the time of casting.
  • the plate thickness of the press-formed portion 31 is 1.6 mm or more and less than 2 mm at which a bending rigidity equal to or more than that of a steel plate having a thickness of 0.9 mm can be obtained.
  • a plurality of circular holes 31 d are formed on the outer periphery of the press forming portion 31 and a portion covered with the front rib 32 f and the rear rib 32 g, and the anchor portions 32 i extending integrally from the casting portion 32 are press
  • the press-formed portion 31 is joined to the cast portion 32 by penetrating through the holes 31 d of the formed portion 31 and expanding the diameter larger than the diameter of the holes 31 d.
  • the anchor portions 32i are formed automatically when a part of the molten metal passes through the holes 31d of the press forming portion 31 when the cast forming portion 31 is inserted into the mold and the casting portion 32 is cast. . Although bonding does not occur at the interface between the press-formed portion 31 and the cast portion 32 during casting, the interface between the press-formed portion 31 and the cast portion 32 can be firmly joined by the anchor portions 32i.
  • the two rear portions of the front side frame 23 are integrated so as to cover the four sides of the outer periphery by the front front side frame support portion 32d and the rear front side frame support portion 32e of the casting portion 32. At that time, the front side frame 23 and the cast portion 32 are not joined by welding, because the heat of welding causes the front front side frame support portion 32 d and the rear front side frame support portion 32 e of the cast portion 32. To prevent it from becoming brittle.
  • the mounting wall 32h of the cast portion 32 of the connection module 20 is fastened to the front surface of the front wall portion 16 of the cabin 11 with bolts 33 ... and the upper end of the front side wall 32b and the rear side wall 32c of the cast portion 32 is the vehicle width of the upper member 25 It is fixed to the inner surface by adhesion or rivets.
  • the damper housing 21 for supporting the load input from the damper (not shown) is cast from aluminum so as to cast a part of the press-formed portion 31 formed by pressing an aluminum plate material and the press-formed portion 31. Since the thickness of the casting portion 32 is larger than the thickness of the press-formed portion 31, the portion formed with the small stress generated by the load input from the damper is formed by the press-formed portion 31 to make the thickness By making thinner, it is possible to secure the fluidity of the molten aluminum at the time of casting and to avoid the decrease in castability due to thinning while reducing the weight as compared to the case where the entire damper housing 21 is integrally cast. Moreover, the degree of freedom of the shape of the damper housing 21 is enhanced by using the casting together.
  • the press-formed portion 31 has ridges a and b along the load input direction (vertical direction) from the damper, the reduction in rigidity and strength due to thinning of the press-formed portion 31 is compensated by the reinforcing effect by the ridges a and b. be able to.
  • the front side frame 23 maintains its posture in the front-rear direction, from the front to the rear.
  • the collision energy can be effectively absorbed by sequentially collapsing toward the end.
  • the front side frame 23 is inclined with respect to the damper housing 21 with respect to the front-rear direction, the front side frame 23 can not be crushed from the front to the rear sequentially, and the impact energy absorbing effect is reduced.
  • the casting portion 32 becomes brittle due to internal stress generated at the time of welding, and the casting portion 32 is broken due to collision load. Not only is the impact energy absorbing effect diminished, but there is also a concern that the overall length of the front side frame 23 may be shortened to reduce the impact energy absorbing effect.
  • the casting portion 32 casts the rear portion of the front side frame 23
  • the coupled state of the front side frame 23 with respect to the casting portion 32 is maintained, and energy absorption by crushing of the front side frame 23 is achieved. As a result, it is possible to ensure the full length of the front side frame 23 to further enhance the energy absorption effect.
  • the entire damper housing 21 can be cast while maintaining the same rigidity and strength as in the case where the press-formed portion 31 is made of steel plate. Compared to the configuration, weight reduction can be achieved by thinning the press-formed portion 31.
  • the press-formed portion 31 of the first embodiment has a side wall 31a, a front wall 31b, and a rear wall 31c and is formed in a U-shaped cross section, but in the second embodiment Portions corresponding to the front side wall 32b and the rear side wall 32c (see FIG. 2) are integrally formed as the front side wall 31e and the rear side wall 31f of the press-formed portion 31.
  • the casting portion 32 of the first embodiment is fixed by casting the four sides of the rear of the front side frame 23 by the front front side frame support 32d and the rear front side frame support 32e.
  • the casting portion 32 fixes the rear portion of the front side frame 23 with one front side frame support portion 32 j.
  • the rear portion of the front side frame 23 is not completely cast, but only the upper surface, the outer surface in the vehicle width direction, and the lower surface are cast, and the inner surface in the vehicle width direction is exposed.
  • the casting portion 32 includes a plurality of reinforcing ribs 32k, and among the reinforcing ribs 32k, one extending in the vertical direction connects the damper base portion 32a of the casting portion 32 and the front side frame support portion 32j. Further, as in the first embodiment, the interface between the press-formed portion 31 and the cast portion 32 is firmly joined by a plurality of anchor portions 32i provided in the cast portion 32.
  • the weight of the damper housing 21 can be further reduced by enlarging the area occupied by the press-formed portion 31 compared to the first embodiment. Furthermore, since the damper base portion 32a and the front side frame support portion 32j are connected by the reinforcing ribs 32k and reinforced, the rigidity and strength of the damper housing 21 against the load in the vertical direction can be further enhanced.
  • the front side frame 23 of the second embodiment is covered and fixed by the front side frame support portion 32 j of the casting portion 32, but the front side frame 23 of the third embodiment includes the casting portion 32. It is integrally cast.
  • the rear portion of the front side frame 23 is opened inward in the vehicle width direction and reinforced by the reinforcing ribs 23a, and the front portion of the front side frame 23 is formed in a rectangular cross section. This structure can reduce the number of parts and simplify the structure.
  • the interface between the press-formed portion 31 and the cast portion 32 is joined by the anchor portion 32i, but similar effects can be achieved even if they are joined by friction stir welding instead of the anchor portion 32i. it can.
  • aluminum which is a material of the casting part 32 shall contain an aluminum alloy.
  • the material of the front side frame 23 and the press-formed portion 31 is not limited to the aluminum of the embodiment but may be a metal other than aluminum.
  • front side frame support 32d and the rear side frame support 32e of the casting unit 32 do not have to completely cast the four sides of the outer periphery of the front side frame 23, and some of them may be open. .

Landscapes

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

Abstract

La présente invention concerne une structure de logement d'amortisseur pour véhicule, caractérisé en ce qu'un logement (21) d'amortisseur, qui encaisse des charges introduites en provenance d'amortisseurs de suspension avant, comporte: une pièce (31) formée à la presse obtenue en soumettant une tôle métallique à un travail à la presse; et une pièce moulée (32) qui est coulée en aluminium de telle manière qu'au moins une partie de la pièce (31) formée à la presse soit noyée dans celle-ci, et qui est fixée à la carrosserie d'un véhicule. L'épaisseur de la pièce moulée (32) et supérieure à l'épaisseur de la pièce (31) formée à la presse. Par conséquent, en configurant des parties ou les contraintes sont faibles sous la forme de la pièce (31) formée à la presse et en amincissant lesdites parties, une réduction d'aptitude au moulage provoquée par l'amincissement peut être évitée en assurant la coulabilité de l'aluminium fondu au cours du moulage, tout en réduisant le poids dans une plus large mesure que si le logement (21) d'amortisseur tout entier était moulé d'un seul tenant. En outre, la flexibilité des formes est accrue par la combinaison du moulage.
PCT/JP2013/083611 2013-02-18 2013-12-16 Structure de logement d'amortisseur pour véhicule WO2014125723A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013028649A JP2016106055A (ja) 2013-02-18 2013-02-18 自動車のダンパーハウジング構造
JP2013-028649 2013-02-18

Publications (1)

Publication Number Publication Date
WO2014125723A1 true WO2014125723A1 (fr) 2014-08-21

Family

ID=51353742

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2013/083611 WO2014125723A1 (fr) 2013-02-18 2013-12-16 Structure de logement d'amortisseur pour véhicule

Country Status (2)

Country Link
JP (1) JP2016106055A (fr)
WO (1) WO2014125723A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140062136A1 (en) * 2012-09-06 2014-03-06 GM Global Technology Operations LLC Laser welded structural fender inner blank for mass optimization
CN106428219A (zh) * 2015-08-12 2017-02-22 现代自动车株式会社 前车身结构
WO2017175585A1 (fr) * 2016-04-06 2017-10-12 株式会社神戸製鋼所 Procédé de fabrication pour structure avant de carrosserie de véhicule
JP2017226386A (ja) * 2016-06-24 2017-12-28 本田技研工業株式会社 車体前部構造
EP3293089A1 (fr) * 2016-09-07 2018-03-14 Thunder Power New Energy Vehicle Development Company Limited Tour de choc arrière
DE102016015020B4 (de) 2015-12-21 2021-07-22 Mazda Motor Corporation Vordere Fahrzeugkarosseriestruktur und Verfahren zum Erhöhen der Festigkeit derselben
WO2021207887A1 (fr) * 2020-04-13 2021-10-21 宁波吉利汽车研究开发有限公司 Tour d'amortissement arrière, ensemble de tour d'amortissement arrière et véhicule

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109476347A (zh) * 2016-07-21 2019-03-15 本田技研工业株式会社 车身前部构造
JP6541720B2 (ja) * 2017-07-05 2019-07-10 本田技研工業株式会社 車体前部構造
JP7063207B2 (ja) * 2018-09-12 2022-05-09 トヨタ自動車株式会社 サスペンションサポートブラケットおよびサスペンションサポートブラケットの製造方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0455173A (ja) * 1990-06-22 1992-02-21 Nissan Motor Co Ltd ホイールハウス部の結合構造
JPH06329051A (ja) * 1993-05-25 1994-11-29 Mazda Motor Corp 自動車の車体構造
JP2010111200A (ja) * 2008-11-05 2010-05-20 Honda Motor Co Ltd 車体構造
JP2010194583A (ja) * 2009-02-25 2010-09-09 Honda Motor Co Ltd 車両用部品の鋳ぐるみ構造
JP2010234889A (ja) * 2009-03-30 2010-10-21 Mitsubishi Motors Corp ストラットバーの取付構造
WO2011153644A1 (fr) * 2010-06-10 2011-12-15 Magna International Inc. Composant bimétallique et procédé

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0455173A (ja) * 1990-06-22 1992-02-21 Nissan Motor Co Ltd ホイールハウス部の結合構造
JPH06329051A (ja) * 1993-05-25 1994-11-29 Mazda Motor Corp 自動車の車体構造
JP2010111200A (ja) * 2008-11-05 2010-05-20 Honda Motor Co Ltd 車体構造
JP2010194583A (ja) * 2009-02-25 2010-09-09 Honda Motor Co Ltd 車両用部品の鋳ぐるみ構造
JP2010234889A (ja) * 2009-03-30 2010-10-21 Mitsubishi Motors Corp ストラットバーの取付構造
WO2011153644A1 (fr) * 2010-06-10 2011-12-15 Magna International Inc. Composant bimétallique et procédé

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140062136A1 (en) * 2012-09-06 2014-03-06 GM Global Technology Operations LLC Laser welded structural fender inner blank for mass optimization
CN106428219A (zh) * 2015-08-12 2017-02-22 现代自动车株式会社 前车身结构
CN106428219B (zh) * 2015-08-12 2020-07-31 现代自动车株式会社 前车身结构
DE102016015020B4 (de) 2015-12-21 2021-07-22 Mazda Motor Corporation Vordere Fahrzeugkarosseriestruktur und Verfahren zum Erhöhen der Festigkeit derselben
WO2017175585A1 (fr) * 2016-04-06 2017-10-12 株式会社神戸製鋼所 Procédé de fabrication pour structure avant de carrosserie de véhicule
JP2017190121A (ja) * 2016-04-06 2017-10-19 株式会社神戸製鋼所 車体前部構造の製造方法
JP2017226386A (ja) * 2016-06-24 2017-12-28 本田技研工業株式会社 車体前部構造
WO2017222020A1 (fr) * 2016-06-24 2017-12-28 本田技研工業株式会社 Structure de partie avant de carrosserie de véhicule
US10717469B2 (en) 2016-06-24 2020-07-21 Honda Motor Co., Ltd. Vehicle body front part structure
EP3293089A1 (fr) * 2016-09-07 2018-03-14 Thunder Power New Energy Vehicle Development Company Limited Tour de choc arrière
WO2021207887A1 (fr) * 2020-04-13 2021-10-21 宁波吉利汽车研究开发有限公司 Tour d'amortissement arrière, ensemble de tour d'amortissement arrière et véhicule

Also Published As

Publication number Publication date
JP2016106055A (ja) 2016-06-16

Similar Documents

Publication Publication Date Title
WO2014125723A1 (fr) Structure de logement d'amortisseur pour véhicule
US8459728B2 (en) Vehicle front portion structure
JP6020944B2 (ja) 自動車の車体構造
WO2016038987A1 (fr) Structure pour partie avant de caisse de véhicule
JP5922471B2 (ja) 自動車の車体前部構造
JP2019089415A (ja) 車両骨格構造
JP2016107767A (ja) 車両側部構造
JP4517812B2 (ja) 車両の前部構造
JP2010083188A (ja) 車体前部構造
JP5093094B2 (ja) ダッシュパネルとトンネル部との結合部構造
JP6510479B2 (ja) 自動車の車体構造
JP6016246B2 (ja) 自動車の車体構造
US7805840B2 (en) Method of manufacture of an automobile structure and an automobile structure made by the method
JP3632654B2 (ja) 車体前部構造
JP5928880B2 (ja) 自動車のｃｆｒｐ製キャビン
JP5974418B2 (ja) 自動車の車体構造
JP5668583B2 (ja) 車体下部構造
JP2017001515A (ja) 自動車の前部車体構造
JP6536512B2 (ja) 車両後部構造
JP5818477B2 (ja) 自動車の前部車体構造
JP2010064638A (ja) 車両の車体前部における補強構造
JP2009120012A (ja) 車体前部構造
JP2003182628A (ja) 車体前部構造
JP5936266B2 (ja) 自動車のｆｒｐ製キャビン
JP5970728B2 (ja) 自動車のｆｒｐ製キャビン

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13874995

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13874995

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP