JP2015113042A - Vehicle body front structure - Google Patents

Vehicle body front structure Download PDF

Info

Publication number
JP2015113042A
JP2015113042A JP2013257305A JP2013257305A JP2015113042A JP 2015113042 A JP2015113042 A JP 2015113042A JP 2013257305 A JP2013257305 A JP 2013257305A JP 2013257305 A JP2013257305 A JP 2013257305A JP 2015113042 A JP2015113042 A JP 2015113042A
Authority
JP
Japan
Prior art keywords
air
bumper face
width direction
vehicle body
vehicle width
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
JP2013257305A
Other languages
Japanese (ja)
Other versions
JP6212376B2 (en
Inventor
廣樹 長屋
hiroki Nagaya
廣樹 長屋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Fuji Heavy Industries Ltd
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 Fuji Heavy Industries Ltd filed Critical Fuji Heavy Industries Ltd
Priority to JP2013257305A priority Critical patent/JP6212376B2/en
Publication of JP2015113042A publication Critical patent/JP2015113042A/en
Application granted granted Critical
Publication of JP6212376B2 publication Critical patent/JP6212376B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

PROBLEM TO BE SOLVED: To prevent deterioration in function of an impact absorption material, and to prevent rain and snow from entering an inlet duct.SOLUTION: An upper EA (Energy Absorber) member 21 disposed on an upper part of a space between a bumper face 11 and a heat exchanger (radiator 14 and condenser 15) disposed on a rear part of the bumper face 11, is formed into a closed cross section of a cylindrical shape extending in a vehicle width direction, and left and right end parts 21a of the upper EA member 21 are opened. In addition, air introduction holes 23e are opened on a front part of a rear wall member 23 of the upper EA member 21, which an air intake hole 27a of an intake duct 27 faces. Air taken in from a front grille 12 detours a front face 22b of the upper EA member 21, then passes an inside space 21b from the left and right end parts 21a, and is sucked into the air intake hole 27a via the air introduction holes 23e. At the time, rain and snow included in the air are introduced in a direction of the heat exchanger by their inertia forces, so that entry of rain and snow into the inside space 21b is suppressed.

Description

本発明は、バンパフェースとその後方に配設されている前部剛体との間の上部に歩行
者保護用衝撃吸収部材を介装した車体前部構造に関する。 The present invention relates to a vehicle body front structure in which an impact absorbing member for protecting a pedestrian is interposed at an upper portion between a bumper face and a front rigid body disposed behind the bumper face.

従来、エンジンルームの前部に配設されているフロントエンドには、ラジエータや空調装置のコンデンサ等の熱交換器を保持するラジエータパネルが配設されており、このラジエータパネルの前方がフロントバンパフェースで覆われている。   Conventionally, a radiator panel that holds a heat exchanger such as a radiator or a condenser of an air conditioner is disposed at the front end disposed in the front part of the engine room, and the front of the radiator panel is a front bumper face. Covered with.

ラジエータやコンデンサ等の熱交換器は高価であるため、この熱交換器とバンパフェースとの間に衝撃吸収空間を設け、この衝撃吸収空間に設けたバンパビームの前面に衝撃吸収部材を配設し、先行車や電柱等の障害物に対して低速で衝突（軽衝突）した場合は、衝撃吸収部材のみの変形で衝撃エネルギを吸収し、熱交換器等の前部剛体の損傷を防止するようにした技術が知られている。   Since heat exchangers such as radiators and condensers are expensive, an impact absorbing space is provided between the heat exchanger and the bumper face, and an impact absorbing member is disposed in front of the bumper beam provided in the impact absorbing space. In the event of a low-speed collision (light collision) against an obstacle such as a preceding vehicle or utility pole, the impact energy is absorbed by deformation of only the shock absorbing member, and damage to the front rigid body such as a heat exchanger is prevented. Technology is known.

このような、車体前部に衝撃吸収空間を有する車両では、必然的にラジエータパネルがフロントバンパフェースの前端部から後方へ所定距離離間した位置に配設されるため、例えばフロントバンパフェースが、車体前部を車幅方向及び上下方向にわたって広く覆うノーズコーンタイプの場合、このフロントバンパフェースの上端をラジエータパネルに直接固定することが困難となり、ブラケットなどを介して固定することになる。   In such a vehicle having a shock absorbing space at the front part of the vehicle body, the radiator panel is necessarily disposed at a position spaced apart from the front end part of the front bumper face by a predetermined distance. In the case of a nose cone type that covers the front part widely in the vehicle width direction and the vertical direction, it is difficult to directly fix the upper end of the front bumper face to the radiator panel, and it is fixed via a bracket or the like.

一方、車体前面に歩行者の脚部が衝突した場合、歩行者の上半身はエンジンルームの上部を覆うフロントフード側に傾斜するため、頭部がフロントフードに落下する。この場合、フロントフードの変形により、頭部からの衝撃エネルギを吸収させるためには、このフロントフードの変形ストロークを保証するための空間を確保する必要がある。この場合、フロントフード先端部の下方にはラジエータパネルのアッパフレームが対峙されており、このアッパフレームは剛体であるため、変形ストローク分の空間は、このアッパフレームとフロントフードとの間に確保する必要がある。   On the other hand, when the pedestrian's leg collides with the front of the vehicle body, the pedestrian's upper body tilts toward the front hood that covers the upper part of the engine room, so the head falls to the front hood. In this case, in order to absorb the impact energy from the head by the deformation of the front hood, it is necessary to secure a space for guaranteeing the deformation stroke of the front hood. In this case, the upper frame of the radiator panel is opposed to the lower portion of the front hood, and since this upper frame is a rigid body, a space for the deformation stroke is ensured between the upper frame and the front hood. There is a need.

例えば特許文献１（特開２０１２−１４８６１３号公報）には、フロントフードとバンパフェースとを、ラジエータパネルのアッパフレーム(バルクヘッド)に対して、衝撃吸収空間を確保した状態で固定する技術が開示されている。すなわち、同公報に開示されている技術では、フロントフードの前端部に設けられているフードインナパネル（フードフレーム）をラジエータパネルのアッパフレーム方向へ膨出させ、このフードインナパネルとラジエータパネルのアッパフレーム（以下、「ラジパネアッパ」と称する）との間にフードロック機構を設け、又、バンパフェースの上端部とラジパネアッパとを合成樹脂製の板状ブラケットで連設するようにしている。   For example, Patent Document 1 (Japanese Patent Laid-Open No. 2012-148613) discloses a technique for fixing a front hood and a bumper face to an upper frame (bulk head) of a radiator panel in a state in which an impact absorbing space is secured. Has been. That is, in the technique disclosed in the publication, a hood inner panel (hood frame) provided at the front end portion of the front hood is bulged in the upper frame direction of the radiator panel, and the hood inner panel and the upper of the radiator panel are expanded. A hood lock mechanism is provided between the frame (hereinafter referred to as “radio panel upper”), and the upper end portion of the bumper face and the radio panel upper are connected to each other by a plate bracket made of synthetic resin.

この公報に開示されている技術では、車両が歩行者の脚部に前面衝突した場合、前方からの衝撃は板状ブラケットが後方向へ座屈することで吸収し、前上方からの頭部等の落下による衝撃は板状ブラケットに設けられているボックス状の衝撃吸収部が圧壊することで吸収するようにしている。   In the technique disclosed in this publication, when a vehicle collides frontward with a pedestrian's leg, the impact from the front is absorbed by the plate bracket buckling backward, and the head from the front upper side is absorbed. The impact caused by dropping is absorbed by a box-shaped impact absorbing portion provided on the plate-like bracket being crushed.

ところで、エンジンに外気を取り入れる吸気ダクトの空気取り入れ口をラジパネアッパに固定するものが知られている。この場合、例えば特許文献２（特開２００６−１９３１２２号公報）に開示されているように、板状ブラケット（カバー）に開口部（導風孔）を穿設して、フロントグリルから取り入れる外気を、板状ブラケットの開口部を通過させて吸気ダクトへ導く必要がある。   By the way, what fixes the air intake of the intake duct which takes in external air into an engine to a radiator panel upper is known. In this case, for example, as disclosed in Patent Document 2 (Japanese Patent Application Laid-Open No. 2006-193122), an opening (air guide hole) is formed in the plate-like bracket (cover), and the outside air taken in from the front grille is removed. It is necessary to guide the intake duct through the opening of the plate bracket.

特開２０１２−１４８６１３号公報JP 2012-148613 A 特開２００６−１９３１２２号公報JP 2006-193122 A

しかし、板状ブラケットに開口部（導風孔）を穿設すると強度が低下するため、衝撃吸収材としての機能が低下してしまう問題がある。これに対処するには、板状ブラケットにリブを形成したりして、強度を保証する必要があるが、構造が複雑化するため好ましくない。   However, when an opening (baffle hole) is formed in the plate-like bracket, the strength is lowered, so that there is a problem that the function as the shock absorber is lowered. In order to cope with this, it is necessary to guarantee the strength by forming ribs on the plate-like bracket, but this is not preferable because the structure becomes complicated.

又、フロントグリルから外気と共に導入され、ラジエータパネルに固定されている熱交換器に衝突して舞い上がる雪が開口部を経て吸気ダクトに吸い込まれ易くなり、雪が吸気ダクトに吸い込まれた場合、内部に堆積して吸気抵抗となる不具合がある。   In addition, snow that is introduced from the front grille with outside air and collides with the heat exchanger fixed to the radiator panel and rises easily through the opening, and if snow is sucked into the intake duct, it accumulates inside. And there is a problem that becomes an intake resistance.

本発明は、上記事情に鑑み、簡単な構造で、衝撃吸収材の機能を低下させることなく、吸気ダクトに入り込む雨雪を阻止することのできる車体前部構造を提供することを目的とする。   In view of the above circumstances, an object of the present invention is to provide a vehicle body front structure that has a simple structure and can prevent rain and snow entering the intake duct without deteriorating the function of the shock absorber.

本発明は、外気を取り入れるフロントグリルが取付けられているバンパフェースと、前記バンパフェースの後方に車幅方向に沿って配設されている前部剛体と、前記前部剛体を支持する支持部材と、前記支持部材の上部に空気取り入れ口側が載置固定されている吸気ダクトと、前記バンパフェースと前記前部剛体との間の上部に車幅方向に沿って介装され、後部が前記支持部材に固設されている歩行者保護用衝撃吸収部材とを備える車体前部構造において、前記歩行者保護用衝撃吸収部材が車幅方向に延在する筒状の閉断面に形成されていると共に、両端部が開口され、且つ前記空気取り入れ口に臨まされる面に導風孔が穿設されている。   The present invention includes a bumper face to which a front grill for taking in outside air is attached, a front rigid body disposed along the vehicle width direction behind the bumper face, and a support member for supporting the front rigid body. An air intake duct on which an air intake side is mounted and fixed on an upper portion of the support member, and an upper portion between the bumper face and the front rigid body, which is interposed along a vehicle width direction, and a rear portion is the support member A pedestrian protection shock absorbing member fixed to the vehicle body front structure, the pedestrian protection shock absorbing member is formed in a cylindrical closed cross section extending in the vehicle width direction, Both end portions are opened, and air guide holes are formed on the surface facing the air intake port.

本発明によれば、歩行者保護用衝撃吸収部材を車幅方向に延在する筒状の閉断面に形成すると共に、両端部を開口し、且つ吸気ダクトの空気取り入れ口に臨まされる面に導風孔を開口したので、フロントグリル側から取りいけられる外気は、歩行者保護用衝撃吸収部材を迂回して、その両端部から内部を通り、導風孔を経て吸気ダクトの空気取り入れ口に吸い込まれる。その結果、例えば、フロントグリルから外気とともに雨雪が入り込んでも、この雨雪は自己の慣性力により後方の前部剛体の方向へ導かれるため、歩行者保護用衝撃吸収部材内に吸い込まれ難くなり、従って、吸気ダクトに入り込む雨雪を阻止することができる。又、歩行者保護用衝撃吸収部材の内部空間を空気通路として利用しているため、歩行者保護用衝撃吸収部材の機能を低下させることなく、良好な衝撃吸収能力を得ることができる。   According to the present invention, the impact absorbing member for protecting the pedestrian is formed in a cylindrical closed cross section extending in the vehicle width direction, the both ends are opened, and the surface facing the air intake port of the intake duct is formed. Since the air vent hole is opened, the outside air that can be taken from the front grille bypasses the pedestrian protection shock absorbing member, passes through the inside from both ends, and passes through the air duct hole to the air intake of the intake duct. Inhaled. As a result, for example, even if rain and snow enters from the front grille with the outside air, the rain and snow is guided by the inertial force of the front to the rear front rigid body, so that it is difficult to be sucked into the shock absorbing member for protecting pedestrians. Therefore, rain and snow entering the intake duct can be prevented. Further, since the internal space of the pedestrian protection shock absorbing member is used as an air passage, a good shock absorbing ability can be obtained without deteriorating the function of the pedestrian protection shock absorbing member.

車体前部の要部断面側面図Cross section side view of the main part of the front of the car body 図１のII-II断面斜視図II-II sectional perspective view of FIG. 上部衝撃吸収部材の車幅方向端部の斜視図Perspective view of the vehicle impact direction end of the upper impact absorbing member

以下、図面に基づいて本発明の一実施形態を説明する。図１の符号１は車体前部であり、この車体前部１にエンジンルーム２が形成されており、このエンジンルーム２の上部が開閉自在なフロントフード３で閉塞されている。又、車体前部１の前端にフロントバンパ１０が配設されている。このフロントバンパ１０はバンパフェース１１と、図示しないバンパビーム及び衝撃吸収（ＥＡ(energy absorber)）部材を有している。バンパフェース１１は合成樹脂等の弾性材を素材に形成されて、車体前端面の造形の一部として機能しており、本実施形態では、車体前面を車幅方向及び上下方向にわたって広く覆うノーズコーンタイプが採用されている。   Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Reference numeral 1 in FIG. 1 denotes a vehicle body front portion. An engine room 2 is formed in the vehicle body front portion 1, and an upper portion of the engine room 2 is closed by a front hood 3 that can be opened and closed. A front bumper 10 is disposed at the front end of the vehicle body front portion 1. The front bumper 10 includes a bumper face 11, a bumper beam and an impact absorber (EA (energy absorber)) member (not shown). The bumper face 11 is made of an elastic material such as synthetic resin and functions as a part of the shaping of the front end surface of the vehicle body. In this embodiment, the nose cone that covers the front surface of the vehicle body widely in the vehicle width direction and the vertical direction. The type is adopted.

このバンパフェース１１の上端部には、フロントフード３の先端部との境界Ｐを形成する段差部１１ａが形成されている。更に、このバンパフェース１１の上部前面が開口されており、この開口部位に、前方からの外気をエンジンルーム２へ導くフロントグリル１２が取付けられている。又、フロントエンドであるエンジンルーム２の前部に枠状に形成されたラジエータパネル１３が車幅方向に沿って配設され、このラジエータパネル１３の後部に、熱交換器としてのラジエータ１４及び空調装置のコンデンサ１５が固設されている。尚、このラジエータパネル１３が本発明の支持部材に相当し、又、このラジエータパネル１３に固設されている熱交換器が、本発明の前部剛体に相当している。   At the upper end portion of the bumper face 11, a step portion 11 a that forms a boundary P with the front end portion of the front hood 3 is formed. Further, an upper front surface of the bumper face 11 is opened, and a front grill 12 for guiding outside air from the front to the engine room 2 is attached to the opening portion. Also, a radiator panel 13 formed in a frame shape is disposed along the vehicle width direction at the front portion of the engine room 2 as a front end, and a radiator 14 as a heat exchanger and an air conditioner are disposed at the rear portion of the radiator panel 13. A capacitor 15 of the device is fixed. The radiator panel 13 corresponds to the support member of the present invention, and the heat exchanger fixed to the radiator panel 13 corresponds to the front rigid body of the present invention.

このラジエータパネル１３とバンパフェース１１との間に前部衝撃吸収空間１６ａが形成され、又、ラジエータパネル１３のアッパフレーム（ラジパネアッパ）１３ａとフロントフード３との間に上部衝撃吸収空間１６ｂが形成されている。尚、図示しないが、前部衝撃吸収空間１６ａには、上述したバンパビーム、及びこのバンパビームの前面に固設された前部衝撃吸収部材（前部ＥＡ部材）が配設されている。   A front shock absorbing space 16 a is formed between the radiator panel 13 and the bumper face 11, and an upper shock absorbing space 16 b is formed between the upper frame (radiant panel upper) 13 a of the radiator panel 13 and the front hood 3. ing. Although not shown, in the front shock absorbing space 16a, the bumper beam described above and a front shock absorbing member (front EA member) fixed to the front surface of the bumper beam are disposed.

更に、両衝撃吸収空間１６ａ，１６ｂが交わるバンパフェース１１の上部付近に歩行者保護用衝撃吸収部材としての上部衝撃吸収部材（以下、「上部ＥＡ部材」と称する）２１が車幅方向に沿って配設されている。この上部ＥＡ部材２１は薄板を加工した板金製であり、前壁部材２２と後壁部材２３とをスポット溶接によって接合して筒状に形成されている。   Further, an upper impact absorbing member (hereinafter referred to as an “upper EA member”) 21 serving as a pedestrian protection impact absorbing member is disposed in the vehicle width direction near the upper portion of the bumper face 11 where both the impact absorbing spaces 16a and 16b intersect. It is arranged. The upper EA member 21 is made of sheet metal obtained by processing a thin plate, and is formed in a cylindrical shape by joining the front wall member 22 and the rear wall member 23 by spot welding.

前壁部材２２は側面視で、上面２２ａ、前面２２ｂ、底面２２ｃ、及び後面２２ｄが曲げ形成されて、後部上面が開口する箱形に形成されている。又、この前壁部材２２は、車幅方向にバンパフェース１１の内面に対向した状態で配設されており、この前壁部材２２の後面２２ｄの上端部に、上面２２ａとほぼ平行な状態で対峙して後方へ延在する後部フランジ２２ｅが形成されている。この上面２２ａの底面、及び後部フランジ２２ｅの上面に、後壁部材２３の上面フランジ２３ａと下面フランジ２３ｂとがスポット溶接等を介して各々接合されて、前壁部材２２の後部上面の開口が閉塞されている。   The front wall member 22 is formed in a box shape in which the upper surface 22a, the front surface 22b, the bottom surface 22c, and the rear surface 22d are bent and the rear upper surface is opened in a side view. The front wall member 22 is disposed in a state of facing the inner surface of the bumper face 11 in the vehicle width direction, and is substantially parallel to the upper surface 22a at the upper end portion of the rear surface 22d of the front wall member 22. A rear flange 22e is formed so as to face and extend rearward. The upper surface flange 23a and the lower surface flange 23b of the rear wall member 23 are joined to the bottom surface of the upper surface 22a and the upper surface of the rear flange 22e through spot welding or the like, and the opening of the rear upper surface of the front wall member 22 is closed. Has been.

又、上面２２ａの後端部がバンパフェース１１の段差部１１ａの下面にクリップ２６によって固定されている。一方、後部フランジ２２ｅ（及び、後部フランジ２２ｅにスポット溶接されている下面フランジ２３ｂ）がラジパネアッパ１３ａの上面にネジ止めされている。又、このラジパネアッパ１３ａの前面に前壁部材２２の後面２２ｄが接合されており、この後面２２ｄがラジエータパネル１３の車幅方向左右に設けられているサイドフレーム（以下、「ラジパネサイド」と称する）１３ｂにネジ止めされている。尚、後部フランジ２２ｅ、及び後面２２ｄはラジパネアッパ１３ａ、及びラジパネサイド１３ｂにスポット溶接されていても良い。   Further, the rear end portion of the upper surface 22 a is fixed to the lower surface of the stepped portion 11 a of the bumper face 11 by a clip 26. On the other hand, the rear flange 22e (and the lower surface flange 23b spot-welded to the rear flange 22e) is screwed to the upper surface of the radiator panel upper 13a. Further, the rear surface 22d of the front wall member 22 is joined to the front surface of the radiator panel upper 13a, and the rear surface 22d is provided on the left and right sides of the radiator panel 13 in the vehicle width direction (hereinafter referred to as "radial panel side") 13b. It is screwed to. The rear flange 22e and the rear surface 22d may be spot welded to the radiator panel upper 13a and the radiator panel side 13b.

又、前壁部材２２の前面２２ｂは、バンパフェース１１から離間する方向に屈曲された凹屈曲部２２ｆを有し、この凹屈曲部２２ｆに下方斜め前方へ延在する下傾斜面２２ｇが形成されている。更に、この凹屈曲部２２ｆの上端部に上突出部２２ｈが形成され、一方、下傾斜面２２ｇに下突出部２２ｉが形成されている。この下突出部２２ｉに底面２２ｃが連続形成されている。この底面２２ｃは後方下方へやや傾斜された状態で延在され、その後端に後面２２ｄが連続形成されている。この両突出部２２ｈ，２２ｉは、いずれもバンパフェース１１側に突出されていると共に、下突出部２２ｉが上突出部２２ｈよりも前方に突出されている。又、符号Ｌは、下突出部２２ｉから後面２２ｄまでのＥＡスペースであり、本実施形態では、前部衝撃吸収空間１６ａの前後方向のほぼ全体にＥＡスペースＬが確保されている。従って、車体前面が車両、電柱等の障害物に軽衝突した場合、直ちに下突出部２２ｉに衝撃エネルギが伝達される。   Further, the front surface 22b of the front wall member 22 has a concave bent portion 22f bent in a direction away from the bumper face 11, and a lower inclined surface 22g extending obliquely forward downward is formed in the concave bent portion 22f. ing. Further, an upper protruding portion 22h is formed at the upper end of the concave bent portion 22f, while a lower protruding portion 22i is formed on the lower inclined surface 22g. A bottom surface 22c is continuously formed on the lower protrusion 22i. The bottom surface 22c extends slightly rearward and downward, and a rear surface 22d is continuously formed at the rear end. Both the protruding portions 22h and 22i protrude toward the bumper face 11, and the lower protruding portion 22i protrudes forward from the upper protruding portion 22h. Reference numeral L denotes an EA space from the lower protruding portion 22i to the rear surface 22d. In the present embodiment, the EA space L is ensured over substantially the entire front shock absorbing space 16a in the front-rear direction. Therefore, when the front of the vehicle body collides lightly with an obstacle such as a vehicle or a power pole, the impact energy is immediately transmitted to the lower protrusion 22i.

又、後壁部材２３は、上面フランジ２３ａの前端から下方にほぼ垂直に縦壁面部２３ｃが延在され、この縦壁面部２３ｃの下端に後方下方へ延在する斜面部２３ｄが連続形成され、更に、この斜面部２３ｄの後端に、上述した下面フランジ２３ｂが連続されている。   Further, the rear wall member 23 has a vertical wall surface portion 23c extending substantially vertically downward from the front end of the upper surface flange 23a, and a slope portion 23d extending downward and rearward is continuously formed at the lower end of the vertical wall surface portion 23c. Further, the above-described lower surface flange 23b is continuous with the rear end of the slope portion 23d.

本実施形態による上部ＥＡ部材２１は、前壁部材２２と後壁部材２３とでＢＯＸ断面（閉断面）に形成されていると共に、図２、図３に示すように、左右端部２１ａが開口されている。又、下面フランジ２３ｂの後端部上に、図示しないエンジンに外気を取り入れる吸気ダクト２７の空気取り入れ口２７ａが載置固定されている。尚、図３は説明を容易にするため板厚を省略して示している。   The upper EA member 21 according to the present embodiment is formed in a BOX cross section (closed cross section) by the front wall member 22 and the rear wall member 23, and the left and right end portions 21a are open as shown in FIGS. Has been. An air intake 27a of an intake duct 27 for taking outside air into an engine (not shown) is placed and fixed on the rear end portion of the lower surface flange 23b. In FIG. 3, the thickness is not shown for ease of explanation.

この吸気ダクト２７の空気取り入れ口２７ａ側を載置固定する下面フランジ２３ｂには、この空気取り入れ口２７ａの直前であって、上部ＥＡ部材２１の内部空間２１ｂに連通する導風孔２３ｅが開口されている。図１に示すように、フロントフード３にてエンジンルーム２を閉塞すると、このフロントフード３の内面にて吸気ダクト２７と導風孔２３ｅの上方が覆われ、更に、吸気ダクト２７の空気取り入れ口２７ａの前方に上部ＥＡ部材２１の後壁部材２３が対峙される。そのため、吸気ダクト２７の空気取り入れ口２７ａからエンジン側へ吸い込まれる外気（新気）は、そのほとんどが、上部ＥＡ部材２１の内部空間２１ｂから導風孔２３ｅを経て供給される。従って、上部ＥＡ部材２１の内部空間２１ｂは、左右端部２１ａから外気を導入する空気通路として機能する。又、破線で示す符号３１は脚部インパクタであり、３１’は衝突した際の脚部インパクタの侵入位置が示されている。尚、上述した導風孔２３ｅは、衝突後の脚部インパクタ３１’の侵入位置と支持部材であるラジパネアッパ１３ａ前面との前後の隙間が最も狭くなる位置、すなわち、導風孔２３ｅの後端が、前壁部材２２の後面２２ｄとほぼ同じ位置に臨まされている。   An air guide hole 23e communicating with the internal space 21b of the upper EA member 21 is opened in the lower surface flange 23b on which the air intake 27a side of the intake duct 27 is placed and fixed. ing. As shown in FIG. 1, when the engine room 2 is closed with the front hood 3, the upper surface of the intake duct 27 and the air guide hole 23 e is covered with the inner surface of the front hood 3, and the air intake port of the intake duct 27 is further covered. The rear wall member 23 of the upper EA member 21 is opposed to the front of 27a. Therefore, most of the outside air (fresh air) sucked into the engine side from the air intake 27a of the intake duct 27 is supplied from the internal space 21b of the upper EA member 21 through the air guide hole 23e. Therefore, the internal space 21b of the upper EA member 21 functions as an air passage for introducing outside air from the left and right end portions 21a. Reference numeral 31 indicated by a broken line indicates a leg impactor, and 31 'indicates an intrusion position of the leg impactor at the time of collision. The air guide hole 23e described above is located at the position where the front and rear gaps between the intrusion position of the leg impactor 31 ′ after the collision and the front surface of the radiator panel upper 13a as the support member are the narrowest, that is, the rear end of the air guide hole 23e. The front wall member 22 faces substantially the same position as the rear surface 22d.

次に、このような構成による本実施形態の作用について説明する。   Next, the operation of the present embodiment having such a configuration will be described.

［通常走行］
バンパフェース１１とラジエータパネル１３との間に形成された前部衝撃吸収空間１６ａの上部に配設されている上部ＥＡ部材２１は、車幅方向に閉断面構造となっていると共に、左右端部２１ａが開口されている。又、後壁部材２３の下面フランジ２３ｂに、内部空間２１ｂに連通する導風孔２３ｅが穿設され、その直後に吸気ダクト２７の空気取り入れ口２７ａが臨まされている。更に、この吸気ダクト２７の空気取り入れ口２７ａが配置されている上部衝撃吸収空間１６ｂは、その上方がフロントフード３で閉塞され、前方に上部ＥＡ部材２１の後壁部材２３が対峙されている。そのため、吸気ダクト２７の空気取り入れ口２７ａから吸い込まれてエンジンに供給される外気（新気）のほとんどは上部ＥＡ部材２１の内部空間２１ｂから導風孔２３ｅを経て供給される。 [Normal driving]
The upper EA member 21 disposed on the upper part of the front shock absorbing space 16a formed between the bumper face 11 and the radiator panel 13 has a closed cross-sectional structure in the vehicle width direction and has left and right end portions. 21a is opened. Further, an air guide hole 23e communicating with the internal space 21b is formed in the lower surface flange 23b of the rear wall member 23, and an air intake port 27a of the intake duct 27 is exposed immediately after that. Further, the upper impact absorbing space 16b in which the air intake 27a of the intake duct 27 is disposed is closed by the front hood 3 at the top, and the rear wall member 23 of the upper EA member 21 is opposed to the front. Therefore, most of the outside air (fresh air) sucked from the air intake 27a of the intake duct 27 and supplied to the engine is supplied from the internal space 21b of the upper EA member 21 through the air guide hole 23e.

一方、車両が走行すると、フロントグリル１２側から前部衝撃吸収空間１６ａ内に走行風（外気）が導入され、この走行風（外気）の一部が、図２に実線で示す矢印のように、上部ＥＡ部材２１の底面２２ｃを迂回させて、左右端部２１ａから内部空間２１ｂに導入される。そして、この内部空間２１ｂに導入された外気が導風孔２３ｅを経て吸気ダクト２７の空気取り入れ口２７ａに吸い込まれる。   On the other hand, when the vehicle travels, traveling wind (outside air) is introduced into the front shock absorbing space 16a from the front grille 12 side, and a part of the traveling wind (outside air) is shown by an arrow indicated by a solid line in FIG. The bottom surface 22c of the upper EA member 21 is bypassed and introduced into the internal space 21b from the left and right end portions 21a. The outside air introduced into the internal space 21b is sucked into the air intake 27a of the intake duct 27 through the air guide hole 23e.

その際フロントグリル１２から走行風と共に前部衝撃吸収空間１６ａに導入された雨雪は、上部ＥＡ部材２１の底面２２ｃを迂回して、左右端部２１ａ方向へ導かれることはなく、自身の慣性力により、図２に一点鎖線で示すように、ラジエータパネル１３に固定されている熱交換器（ラジエータ１４、コンデンサ１５）の方向へ導かれる。そして、熱交換器（ラジエータ１４、コンデンサ１５）に衝突した雪は上方へ舞い上がるが、図１に示すように、上部ＥＡ部材２１は車幅方向に閉断面構造となっており、特に、底面２２ｃにて阻害されるため、内部空間２１ｂに入り込む雪量を大幅に低減することができる。同様に、走行風と共に前部衝撃吸収空間１６ａに導入された雨水も底面２２ｃにて阻害されるため内部空間２１ｂに入り込む雨量を大幅に低減させることができる。   At that time, the rain and snow introduced from the front grille 12 into the front shock absorbing space 16a together with the running wind bypasses the bottom surface 22c of the upper EA member 21 and is not guided in the direction of the left and right end portions 21a. As shown by a one-dot chain line in FIG. 2, the force guides the heat exchanger (the radiator 14 and the condenser 15) fixed to the radiator panel 13. And although the snow which collided with the heat exchanger (the radiator 14, the condenser 15) soars upwards, as shown in FIG. 1, the upper EA member 21 has a closed cross-sectional structure in the vehicle width direction. Therefore, the amount of snow entering the internal space 21b can be greatly reduced. Similarly, rainwater introduced into the front shock absorbing space 16a together with the traveling wind is also inhibited by the bottom surface 22c, so that the amount of rain entering the internal space 21b can be greatly reduced.

その結果、上部ＥＡ部材２１の内部空間２１ｂ、及び吸気ダクト２７内に堆積する雪量を大幅に低減させることができ吸気抵抗の増加を未然に防止することができる。又、雨水の侵入量も大幅に低減できるので、エンジン出力低下を未然に防止することもできる。   As a result, the amount of snow accumulated in the internal space 21b of the upper EA member 21 and the intake duct 27 can be significantly reduced, and an increase in intake resistance can be prevented in advance. Moreover, since the amount of rainwater intrusion can be greatly reduced, it is possible to prevent the engine output from decreasing.

［脚部衝突］
脚部インパクタ３１が車体前部１に接触すると、この脚部インパクタ３１のうちの上脚部（大腿部付近）に相当する部位が車体前部１のフロントバンパ１０に設けられているバンパフェース１１、及び、このバンパフェース１１に取付けられているフロントグリル１２に接触し、フロントグリル１２、及びバンパフェース１１を押圧して、その後方に配設されている上部ＥＡ部材２１に衝突荷重が印加される。 [Leg collision]
When the leg impactor 31 contacts the vehicle body front portion 1, a portion corresponding to the upper leg portion (near the thigh) of the leg impactor 31 is provided on the front bumper 10 of the vehicle body front portion 1. 11 and the front grill 12 attached to the bumper face 11, the front grill 12 and the bumper face 11 are pressed, and a collision load is applied to the upper EA member 21 disposed behind the front grill 12 and the bumper face 11. Is done.

このとき、図１に破線で示すように、脚部インパクタ３１は、上端がフロントフード３側に振られるため、その上部が車体方向に傾倒した状態でフロントグリル１２、及びバンパフェース１１を押し潰し、上部ＥＡ部材２１に衝突荷重を伝達する。   At this time, as shown by a broken line in FIG. 1, the leg impactor 31 is crushed to the front grill 12 and the bumper face 11 with the upper part thereof being tilted toward the vehicle body because the upper end is swung toward the front hood 3 side. The collision load is transmitted to the upper EA member 21.

脚部インパクタ３１は、上部ＥＡ部材２１に対し、最初に下突出部２２ｉに衝突する。すると、底面２２ｃが下方へ湾曲変形して下突出部２２ｉが後退すると共に、下傾斜面２２ｇに対して下方へのモーメント荷重が発生し、下突出部２２ｉと同一面になる方向へ押圧変形されて、脚部インパクタ３１は上部ＥＡ部材２１の後面２２ｄ方向へ移動する。   The leg impactor 31 first collides with the lower protrusion 22i with respect to the upper EA member 21. Then, the bottom surface 22c is curved and deformed downward, the lower protruding portion 22i is retracted, a downward moment load is generated on the lower inclined surface 22g, and the bottom protruding portion 22i is pressed and deformed in the same plane as the lower protruding portion 22i. Thus, the leg impactor 31 moves in the direction of the rear surface 22d of the upper EA member 21.

その後、脚部インパクタ３１の上部が上突出部２２ｈに衝突すると、この上突出部２２ｈが圧潰される。脚部インパクタ３１の上部は車体側に傾斜しているため、この上突出部２２ｈには斜め上方へ曲げさせようとするモーメント荷重が発生する。すると、互いに接合されている上面２２ａと上面フランジ２３ａとの後端が下方（図１の時計回り方向）へ屈曲し、後壁部材２３の下面フランジ２３ｂはラジパネアッパ１３ａの前面方向へ屈曲される。尚、この上部ＥＡ部材２１はある程度の剛性を有しているため、脚部インパクタ３１の衝突荷重が印加されると車幅方向へも撓み変形する。   Thereafter, when the upper portion of the leg impactor 31 collides with the upper protrusion 22h, the upper protrusion 22h is crushed. Since the upper portion of the leg impactor 31 is inclined toward the vehicle body, a moment load is generated in the upper projecting portion 22h to be bent obliquely upward. Then, the rear ends of the upper surface 22a and the upper surface flange 23a that are joined to each other are bent downward (clockwise in FIG. 1), and the lower surface flange 23b of the rear wall member 23 is bent toward the front surface of the radiator panel upper 13a. Since the upper EA member 21 has a certain degree of rigidity, when the collision load of the leg impactor 31 is applied, the upper EA member 21 is also bent and deformed in the vehicle width direction.

その結果、上部ＥＡ部材２１の前壁部材２２は上下方向へ膨出変形しながら後退し、脚部インパクタ３１を受ける前面２２ｂの面積が広くなり、衝撃荷重を広い面荷重（等分布荷重）で受けることができると共に、後方への移動により効率良く吸収させることができる。更に、この上部ＥＡ部材２１は、車幅方向にＢＯＸ断面（閉断面）状に形成されているため、後壁部材２３に導風孔２３ｅが開口されていても、衝撃吸収能力が低下することはなく、構造の簡素化を実現することができる。   As a result, the front wall member 22 of the upper EA member 21 retreats while bulging and deforming in the vertical direction, the area of the front surface 22b that receives the leg impactor 31 is increased, and the impact load is a wide surface load (equally distributed load). It can be received and can be absorbed efficiently by moving backward. Further, since the upper EA member 21 is formed in a BOX cross-section (closed cross-section) in the vehicle width direction, even if the air guide hole 23e is opened in the rear wall member 23, the shock absorbing ability is reduced. Rather, the structure can be simplified.

又、衝突時における前壁部材２２の変形に伴い、後壁部材２３も、ラジパネアッパ１３ａに支持された状態で変形され、薄板板金製の前壁部材２２と後壁部材２３とによって、脚部インパクタ３１の衝撃エネルギをより効率良く吸収することができる。   Further, with the deformation of the front wall member 22 at the time of the collision, the rear wall member 23 is also deformed while being supported by the radiator panel upper 13a, and the leg impactor is formed by the front wall member 22 and the rear wall member 23 made of sheet metal. The impact energy of 31 can be absorbed more efficiently.

その際、導風孔２３ｅが開口されている後壁部材２３の下面フランジ２３ｂは、図１の矢印方向の一点鎖線で示すように、ラジパネアッパ１３ａの前面側、すなわち、衝突後の脚部インパクタ３１’と支持部材であるラジパネアッパ１３ａ前面との隙間が最も狭くなる部位に屈曲されるため、導風孔２３ｅが開口されていても衝撃吸収能力には影響せず、更に、圧壊残りを減少させることができ、その分、底付き荷重を緩和させることができる。又、本実施形態では上部ＥＡ部材２１の内部空間２１ｂを空気通路として利用しているだけであるため、この上部ＥＡ部材２１の機能を低下させることなく、良好な衝撃吸収能力を得ることができる。   At that time, the lower surface flange 23b of the rear wall member 23 in which the air guide hole 23e is opened is, as indicated by the alternate long and short dash line in the direction of the arrow in FIG. 1, the front side of the radiator panel upper 13a, that is, the leg impactor 31 after the collision. Because it is bent to the part where the gap between 'and the front surface of the radiator panel upper 13a as the support member is the narrowest, even if the air guide hole 23e is opened, the impact absorbing ability is not affected, and the remaining collapse is further reduced. The load with the bottom can be reduced accordingly. Further, in the present embodiment, since the internal space 21b of the upper EA member 21 is only used as an air passage, a good shock absorbing capability can be obtained without deteriorating the function of the upper EA member 21. .

尚、本発明は、上述した実施形態に限るものではなく、例えば上部ＥＡ部材２１の前壁部材２２の上面２２ａと後部フランジ２２ｅの一方を折り返して、上面フランジ２３ａ、或いは下面フランジ２３ｂを形成すれば、前壁部材２２と後壁部材２３とを１枚の板材から形成することができる。   The present invention is not limited to the above-described embodiment. For example, one of the upper surface 22a and the rear flange 22e of the front wall member 22 of the upper EA member 21 is folded to form the upper surface flange 23a or the lower surface flange 23b. For example, the front wall member 22 and the rear wall member 23 can be formed from a single plate material.

１…車体前部、
１０…フロントバンパ、
１１…バンパフェース、
１２…フロントグリル、
１３…ラジエータパネル、
１３ａ…アッパフレーム、
１４…ラジエータ、
１５…コンデンサ、
１６ａ…前部衝撃吸収空間、
２１…上部衝撃吸収部材、
２１ａ…左右端部、
２１ｂ…内部空間、
２２…前壁部材、
２２ｂ…前面、
２３…後壁部材、
２３ｂ…下面フランジ、
２３ｅ…導風孔、
２７…吸気ダクト、
２７ａ…空気取り入れ口、
３１…脚部インパクタ、
Ｌ…衝撃吸収スペース 1 ... the front of the car body
10 ... Front bumper,
11 ... Bumper face,
12 ... Front grille,
13. Radiator panel,
13a ... Upper frame,
14 ... Radiator,
15 ... Capacitor,
16a ... front shock absorbing space,
21 ... Upper shock absorbing member,
21a ... right and left ends,
21b ... internal space,
22: Front wall member,
22b ... front,
23: Rear wall member,
23b ... bottom flange,
23e ... Air guide hole,
27 ... Intake duct,
27a ... Air intake,
31 ... Leg impactor,
L ... Shock absorbing space

Claims (2)

外気を取り入れるフロントグリルが取付けられているバンパフェースと、
前記バンパフェースの後方に車幅方向に沿って配設されている前部剛体と、
前記前部剛体を支持する支持部材と、
前記支持部材の上部に空気取り入れ口側が載置固定されている吸気ダクトと、
前記バンパフェースと前記前部剛体との間の上部に車幅方向に沿って介装され、後部が前記支持部材に固設されている歩行者保護用衝撃吸収部材と
を備える車体前部構造において、
前記歩行者保護用衝撃吸収部材が車幅方向に延在する筒状の閉断面に形成されていると共に、両端部が開口され、且つ前記空気取り入れ口に臨まされる面に導風孔が穿設されている
ことを特徴とする車体前部構造。 A bumper face with a front grille that takes in outside air;
A front rigid body disposed along the vehicle width direction behind the bumper face;
A support member for supporting the front rigid body;
An intake duct in which the air intake side is placed and fixed on the upper part of the support member;
A vehicle body front structure comprising: a shock absorbing member for protecting a pedestrian that is interposed along a vehicle width direction at an upper portion between the bumper face and the front rigid body, and a rear portion is fixed to the support member. ,
The impact absorbing member for protecting the pedestrian is formed in a cylindrical closed cross section extending in the vehicle width direction, and both ends are opened and air guide holes are formed in a surface facing the air intake port. A vehicle body front structure characterized by being provided. 前記導風孔は、前方からの衝突により前記歩行者保護用衝撃吸収部材が圧潰された際に、最も前後の隙間が狭くなる位置に形成されている
ことを特徴とする請求項１記載の車体前部構造。 2. The vehicle body according to claim 1, wherein the air guide hole is formed at a position where the front and rear gaps become narrowest when the impact absorbing member for protecting pedestrians is crushed by a collision from the front. Front structure.
JP2013257305A 2013-12-12 2013-12-12 Body front structure Active JP6212376B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2013257305A JP6212376B2 (en) 2013-12-12 2013-12-12 Body front structure

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2013257305A JP6212376B2 (en) 2013-12-12 2013-12-12 Body front structure

Publications (2)

Publication Number Publication Date
JP2015113042A true JP2015113042A (en) 2015-06-22
JP6212376B2 JP6212376B2 (en) 2017-10-11

Family

ID=53527234

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2013257305A Active JP6212376B2 (en) 2013-12-12 2013-12-12 Body front structure

Country Status (1)

Country Link
JP (1) JP6212376B2 (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017087943A (en) * 2015-11-09 2017-05-25 マツダ株式会社 Vehicle front structure
JP2017087942A (en) * 2015-11-09 2017-05-25 マツダ株式会社 Vehicle front structure
JP2017165186A (en) * 2016-03-15 2017-09-21 本田技研工業株式会社 Intake structure of engine
JP2017190105A (en) * 2016-04-15 2017-10-19 トヨタ車体株式会社 Vehicle front structure
JP2017217992A (en) * 2016-06-07 2017-12-14 マツダ株式会社 Vehicle front structure
JP2017217991A (en) * 2016-06-07 2017-12-14 マツダ株式会社 Vehicle front structure
EP3984834A1 (en) * 2020-10-13 2022-04-20 Mazda Motor Corporation Vehicle front bumper, vehicle-body structure, and vehicle

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1086847A (en) * 1996-09-12 1998-04-07 Nissan Motor Co Ltd Air box structure of automobile

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1086847A (en) * 1996-09-12 1998-04-07 Nissan Motor Co Ltd Air box structure of automobile

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017087943A (en) * 2015-11-09 2017-05-25 マツダ株式会社 Vehicle front structure
JP2017087942A (en) * 2015-11-09 2017-05-25 マツダ株式会社 Vehicle front structure
JP2017165186A (en) * 2016-03-15 2017-09-21 本田技研工業株式会社 Intake structure of engine
JP2017190105A (en) * 2016-04-15 2017-10-19 トヨタ車体株式会社 Vehicle front structure
JP2017217992A (en) * 2016-06-07 2017-12-14 マツダ株式会社 Vehicle front structure
JP2017217991A (en) * 2016-06-07 2017-12-14 マツダ株式会社 Vehicle front structure
EP3984834A1 (en) * 2020-10-13 2022-04-20 Mazda Motor Corporation Vehicle front bumper, vehicle-body structure, and vehicle

Also Published As

Publication number Publication date
JP6212376B2 (en) 2017-10-11

Similar Documents

Publication Publication Date Title
JP6212376B2 (en) Body front structure
JP5543999B2 (en) Body front structure
JP5965272B2 (en) Body front structure
JP5969417B2 (en) Body front structure
JP5751238B2 (en) Fender support structure
JP2013220783A (en) Front structure of vehicle
CN108349546B (en) Side body structure of vehicle
JP5505252B2 (en) Duct structure for vehicles
RU2504489C2 (en) Vehicle front fender attachment assy
JP6799772B2 (en) Front bumper cover support structure
JP6048389B2 (en) Automotive front structure
JP2006001358A (en) Front structure of vehicle
JP5914234B2 (en) Vehicle front structure
US8474900B2 (en) Motor vehicle front transverse beam comprising a rear fairing element
JP6308149B2 (en) Bumper absorber structure
JP5317782B2 (en) Front body structure of automobile
JP2023148542A (en) Vehicle front structure
JP2013220774A (en) Front structure of vehicle
JP6056674B2 (en) Body front structure
JP5746542B2 (en) Vehicle cooling air introduction device
JP6090264B2 (en) Automotive front structure
JP2008247348A (en) Vehicle body frame structure
JP6296418B2 (en) Wind guide plate
JP5706733B2 (en) Vehicle cooling air introduction device
JP2012171405A (en) Vehicle front structure

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20160914

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20170531

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20170613

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20170731

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20170822

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20170915

R150 Certificate of patent or registration of utility model

Ref document number: 6212376

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250