WO2014112596A1 - 車体前部構造 - Google Patents
車体前部構造 Download PDFInfo
- Publication number
- WO2014112596A1 WO2014112596A1 PCT/JP2014/050839 JP2014050839W WO2014112596A1 WO 2014112596 A1 WO2014112596 A1 WO 2014112596A1 JP 2014050839 W JP2014050839 W JP 2014050839W WO 2014112596 A1 WO2014112596 A1 WO 2014112596A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- width direction
- vehicle width
- spacer
- stopper
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
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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
-
- 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
- B62D25/082—Engine compartments
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R2019/247—Fastening of bumpers' side ends
Definitions
- the present invention relates to a vehicle body front structure.
- It has a second projecting portion provided on the back side of the bumper beam and a first projecting portion extending from the side surface of the side frame to the outside in the vehicle width direction, and the first projecting portion when the pole collides with the outside of the side frame.
- a structure is known in which the installation part and the second projecting part interfere with each other (see, for example, JP-A-2008-213739).
- An object of the present invention is to obtain a vehicle body front structure that can efficiently transmit a load caused by a micro-lap collision to a skeleton member.
- the vehicle body front structure includes a pair of skeleton members that are elongated in the vehicle front-rear direction and are arranged in parallel in the vehicle width direction, and the front end side in the vehicle front-rear direction is an energy absorption unit,
- a bumper skeleton having a length extending in the width direction and extending between front ends of the pair of skeleton members in the vehicle front-rear direction and extending outward in the vehicle width direction with respect to the skeleton members; and
- a first portion extending toward the skeleton member in the vehicle front-rear direction and the vehicle width direction in a plan view from a fixed front end portion in the vehicle front-rear direction, and bent inward in the vehicle width direction from the first portion and in the vehicle width direction
- a spacer member having a wall portion facing the outside in the vehicle width direction of the skeleton member and a second portion facing the wall portion.
- the collision load input to the overhang portion of the bumper skeleton portion is transmitted to the skeleton member via the spacer member.
- the inner end portion in the vehicle width direction of the second portion faces the outer surface in the vehicle width direction of the skeleton member (hereinafter referred to as “outer surface”). Slide against the outer surface of the.
- a spacer member transmits a load to the specific site
- the spacer member is bent inward in the vehicle width direction from the rear end side of the first portion to form the second portion, an inward load (lateral) in the vehicle width direction on a specific part of the skeleton member is formed. Force) High collision transmission efficiency. For this reason, the specific part to which the load is transmitted is likely to be a starting point of the skeleton member, and the load can be efficiently transmitted to the broken skeleton member and the vehicle-mounted product that interferes with the skeleton member.
- the load due to the minute lap collision can be efficiently transmitted to the skeleton member.
- the rear end portion in the vehicle front-rear direction in the second portion of the spacer member has an acute angle shape in which the dimension in the vehicle width direction is gradually reduced toward the rear in the vehicle front-rear direction in plan view. It is good also as a structure.
- the rear end portion having an acute angle shape in plan view in the spacer member breaks into the skeleton member while biting into the skeleton member. That is, the spacer member is more efficient at the specific part of the skeleton member in a state in which the positional deviation with respect to the specific part is prevented or effectively suppressed as compared with the configuration in which the rear end of the spacer member is not an acute angle shape. A load can be transmitted.
- the spacer member further includes a rear stopper that restricts relative displacement of the skeleton member to the rear side in the vehicle front-rear direction beyond the energy absorption stroke by the energy absorption unit. It is also good.
- the spacer member when the energy absorbing portion of the skeleton member is deformed to the energy absorption limit, the spacer member interferes with the rear stopper, and further sliding with respect to the skeleton member is effectively limited by the stopper. Thereby, the rear end part which forms the acute angle shape of the spacer member is likely to bite into a specific portion which is an appropriate position (a target position for folding) in the skeleton member.
- a vehicle body front structure includes a pair of skeleton members that are elongated in the vehicle front-rear direction and are arranged in parallel in the vehicle width direction, and the front end side in the vehicle front-rear direction is an energy absorption unit,
- a bumper skeleton having a length extending in the width direction and spanning between front ends in the vehicle front-rear direction of the pair of skeleton members, and having a projecting portion protruding outward in the vehicle width direction with respect to the skeleton members, and a front end in the vehicle front-rear direction
- the rear end side of the vehicle front-rear direction is opposed to the wall portion facing the vehicle width direction outer side of the skeleton member, and the shape of the rear end portion of the vehicle front-rear direction in plan view is the vehicle.
- the collision load input to the overhang portion of the bumper skeleton portion is transmitted to the skeleton member via the spacer member.
- the inner end portion in the vehicle width direction of the second portion faces the outer surface in the vehicle width direction of the skeleton member (hereinafter referred to as “outer surface”). Slide against the outer surface of the.
- the spacer member interferes with the rear stopper, and further sliding with respect to the skeleton member is restricted. Thereby, the collision load via the spacer member is efficiently transmitted to the skeleton member as a load (lateral force) in the width direction.
- the above-mentioned acute angle portion bites into the skeleton member in a state in which the sliding of the spacer member with respect to the skeleton member is limited. Folding occurs. That is, the folding of the skeleton member is promoted as compared with a configuration in which the rear end of the spacer member is not an acute angle shape.
- the load due to the minute lap collision can be efficiently transmitted to the skeleton member.
- the rear stopper may be configured such that the dimension in the vehicle width direction is larger than the dimension in the vehicle width direction at the rear end of the spacer member in the vehicle front-rear direction.
- the rear stopper extends forward in the vehicle front-rear direction from the vehicle width direction outer end side, and restricts relative displacement of the rear end portion of the spacer member in the vehicle front-rear direction to the vehicle width direction outer side. It is good also as a structure further provided with the horizontal stopper to do.
- the spacer member can be prevented or more effectively prevented from moving backward over the stopper.
- the rear stopper may have a guide shape that guides the rear end portion of the spacer member in the vehicle front-rear direction to the skeleton member side.
- the guide shape guides the rear end of the spacer member toward the skeleton member, the biting of the rear end portion of the spacer member into the skeleton member is promoted.
- the rear end of the skeleton member does not hit the skeleton member, it contributes to the promotion of the folding of the skeleton member.
- the rear stopper protrudes outward in the vehicle width direction from the front end in the vehicle front-rear direction of the base portion fixed to the wall portion of the skeleton member, and connects the rear stopper and the base portion. It is good also as a structure currently supported by the connection wall.
- the rear stopper transmits the load from the spacer member to the skeleton member while interfering with the rear end of the spacer member in the stopper body. Since this stopper main body is supported by the connecting wall from the rear and the vehicle width direction inside, the load from the spacer member can be transmitted to the skeleton member more efficiently.
- the vehicle body front structure according to the present invention has an excellent effect of being able to efficiently transmit the load due to the minute lap collision to the skeleton member.
- FIG. 2 is a cross-sectional view taken along line 2-2 of FIG. It is a figure which shows the behavior at the time of the micro lap collision in the vehicle body front part structure which concerns on 1st Embodiment, Comprising: It is a top view which shows the movement limitation start state of the spacer member by a stopper. It is a figure which shows the behavior at the time of the micro lap collision in the vehicle body front part structure which concerns on 1st Embodiment, Comprising: It is a top view which shows the folding start state of a front side member.
- a vehicle body front structure 10 according to an embodiment of the present invention will be described with reference to the drawings.
- the vehicle body front structure 10 is basically symmetric (left-right symmetric) with respect to the center line in the vehicle width direction of the vehicle body to which the vehicle body is applied. The description of the structure on the other side (right side) will be omitted.
- an arrow FR, an arrow UP, and an arrow LH that are appropriately described in the drawings respectively indicate the front direction, the upward direction, and the left direction of the automobile to which the vehicle body front structure 10 is applied.
- FIG. 1 is a plan view showing a main part of the vehicle body front structure 10.
- the vehicle body front structure 10 includes a skeleton member 12 that is elongated in the front-rear direction.
- a pair of left and right skeleton members 12 are provided, and the pair of skeleton members 12 are arranged in parallel in the vehicle width direction (the right side skeleton member 12 is not shown).
- Each skeleton member 12 includes a front side member 14 and a crash box 16 provided at the front end of the front side member 14 as main parts. Although illustration is omitted, the rear portion of the front side member 14 reaches the lower floor of the passenger compartment via the lower side of the dash panel.
- Each front side member 14 has a closed cross-sectional structure in a cross-sectional view orthogonal to the longitudinal (front-rear) direction (not shown).
- each crash box 16 has a closed cross-sectional structure in a cross-sectional view orthogonal to the longitudinal (front-rear) direction.
- Each crush box 16 is coupled to a flange 14F formed at the front end of the corresponding front side member 14 by fastening with bolts and nuts at a flange 16F formed at the rear end thereof.
- the flanges 14F and 16F protrude from the front side member 14 and the crash box 16 in the vertical direction and the vehicle width direction outside.
- Each crash box 16 is configured to be more easily compressed and deformed (collapsed) than the front side member 14 with respect to a load in the front-rear direction. Therefore, when each frame member 12 receives a load from a bumper reinforcement 18 described later, the crash box 16 is first compressed and deformed.
- the crash box 16 in this embodiment is an energy absorption part of the skeleton member 12, and corresponds to the energy absorption part of the present invention.
- the space between the front ends of the left and right crash boxes 16 is bridged by a bumper reinforcement 18 as a bumper skeleton.
- the bumper reinforcement 18 is a skeleton member that is long in the vehicle width direction, and has a closed cross-sectional structure in a cross-sectional view orthogonal to the longitudinal direction. Further, both end portions of the bumper reinforcement 18 in the longitudinal direction are extended portions 20 that protrude to the outside in the vehicle width direction with respect to the skeleton member 12.
- the bumper reinforcement 18 includes a reinforcement main body 22 as a bumper skeleton main body and an extension 24 constituting the overhang portion 20 as main parts.
- the reinforcement main body 22 is formed as a closed section structure by extrusion molding of aluminum or aluminum alloy.
- the cross-sectional shape of the reinforcement main body 22 is a shape in which three rectangular frames are stacked vertically.
- the extension 24 is formed in a cylindrical shape, and is coupled to the reinforcement main body 22 in a state where the extension 24 covers both ends of the reinforcement main body 22 in the longitudinal direction.
- the extension 24 is fastened to the crash box 16 and the reinforcement main body 22 at the inner side in the vehicle width direction, and is fastened to the slide spacer 30 and the reinforcement main body 22 to be described later. ing.
- the extension 24 protrudes outward in the vehicle width direction from the outer end 22A of the reinforcement body 22 in the vehicle width direction. Therefore, the extension 24 can be regarded as an extension member that extends the bumper reinforcement 18 in the vehicle width direction relative to the reinforcement main body 22.
- the extension 24 constitutes a part of the overhanging portion 20 together with the longitudinal end portion of the reinforcement main body 22.
- each extension 24 is made of steel. That is, each extension 24 is made of a material having a higher strength (yield value) than the material (aluminum or the like) constituting the reinforcement body 22. Furthermore, in this embodiment, the extension 24 is formed in a cylindrical shape (as a closed cross-sectional structure) as described above by joining the front panel 24F and the rear panel 24R.
- a power unit 26 is disposed between the left and right front side members 14.
- the power unit 26 is elastically supported by the suspension member 28 via the mount member 25.
- the suspension member 28 is attached to the front-rear direction intermediate portion of the front side member 14 at the attachment portion 28J.
- the vehicle body front structure 10 having the basic structure described above includes a slide spacer 30 as a spacer member.
- the slide spacer 30 is disposed so as to occupy the space between the overhanging portion 20 of the bumper reinforcement 18 and the skeleton member 12.
- the slide spacer 30 is provided on the overhanging portion 20, and converts the rearward load input to the overhanging portion 20 into an inward load in the vehicle width direction and in the vicinity of the front end of the front side member 14. It functions as a load transmission member that transmits to the.
- the inward load in the vehicle width direction converted by the slide spacer 30 may be referred to as “lateral force”.
- the slide spacer 30 has a higher bending strength / compression (buckling) strength than the bending strength of the front side member 14.
- the slide spacer 30 is configured to transmit the lateral force to the power unit 26 by causing the front side member 14 to be deformed by the lateral force with almost no compression or bending of itself. This will be specifically described below.
- the slide spacer 30 includes a spacer main body 32, a fixed portion 34 fixed to the overhanging portion 20, and a slide plate 36 that faces the side surface of the front side member 14 with a gap C therebetween. .
- the spacer main body 32, the fixed portion 34, and the slide plate 36 are integrally configured (integrated).
- the spacer body 32 includes a first inclined portion 32A that is inclined in a plan view so that the rear end side is closer to the front side member 14 than the front end side, and the front side member 14 side (vehicle side) from the rear end of the first inclined portion 32A. And a second inclined portion 32B bent inward in the width direction.
- the first inclined portion 32A is inclined by an inclination angle ⁇ 1 with respect to the front-rear direction so as to extend toward the front side member 14 in both the front-rear direction and the vehicle width direction in plan view.
- the inclination angle ⁇ 2 with respect to the front-rear direction is larger than the inclination angle ⁇ 1 of the first inclined portion 32A ( ⁇ 2> ⁇ 1), and the rear end side is closer to the front side member 14 than the front end side. It may be considered as a shape with a high degree of approach.
- the boundary between the first inclined portion 32A and the second inclined portion 32B has a smooth curved shape.
- the front end of the first inclined portion 32A is joined to the fixed portion 34.
- the rear end of the second inclined portion 32B is joined to the slide plate 36 facing the outer wall 14S as the wall portion facing the outer side in the vehicle width direction of the front side member 14 as described above.
- the rear-end part of the 2nd inclination part 32B is made into the acute angle (refer angle ⁇ 2 of FIG. 1) by planar view, the dimension of a vehicle width direction is gradually reduced toward back.
- the rear end portion of the second inclined portion 32B is an acute angle corresponding to the angle formed by the second inclined portion 32B having the inclination angle as described above and the outer wall 14S (the inclination angle ⁇ 2 described above). It is made into a shape.
- the spacer main body 32 has a shape in which the first inclined portion 32A and the second inclined portion 32B are connected so as to form an obtuse angle in plan view.
- the first inclined portion 32A extends to the rear of the flanges 14F and 16F of the skeleton member 12, and the spacer body 32 as a whole is bent (curved) so as to go around the flanges 14F and 16F. Can be caught.
- the spacer body 32 has a closed cross-sectional shape as shown in FIG.
- the spacer main body 32 has a substantially rectangular closed cross-sectional shape by joining an inner panel 38 and an outer panel 40 each having a substantially “U” -shaped cross-sectional shape opening to the other side.
- the inner panel 38 and the outer panel 40 are joined together by arc welding of the top walls 38T, 40T and the bottom walls 38B, 40B, which are stacked one above the other along the longitudinal direction of the slide spacer 30. ing.
- the inner panel 38 and the outer panel 40 are joined by arc welding continuously or intermittently over substantially the entire length of the spacer body 32. This arc welding site is shown as AW1 in FIG.
- each reinforcing member 42 has a substantially “L” shape in a cross-sectional view orthogonal to the longitudinal direction of the slide spacer 30, and is joined to the inner panel 38 and the outer panel 40 by arc welding.
- each reinforcing member 42 is provided over substantially the entire length of the portion to be reinforced of the spacer body 32, and the inner panel 38, by arc welding, continuously or intermittently over the entire length. It is joined to the outer panel 40.
- the slide spacer 30 has a higher bending strength and compression (buckling) strength than the bending strength of the front side member 14 as described above.
- the fixed portion 34 is provided at the front end of the first inclined portion 32 ⁇ / b> A in the spacer main body 32, and forms a coupling site for holding the slide spacer 30 to the protruding portion 20.
- the fixed portion 34 is configured to include a main body bonding portion 34H bonded to the spacer main body 32 and a flange 34F fixed to the overhanging portion 20.
- the main body joining portion 34H has a cylindrical shape that is fitted to the front end of the first inclined portion 32A from the outside, and is joined to the spacer main body 32 by a fastener, a welding structure, or the like (not shown) in the fitted state.
- the flange 34F projects to both sides in the vehicle width direction with respect to the main body joint 34H, and is fastened to the projecting portion 20 by a fastener 44 including a bolt 44B and a nut 44N at the projecting portion.
- the fasteners 44 are fastened at a total of four locations spaced apart in the vehicle width direction and up and down.
- the fastener 44 inside the vehicle width direction fastens the reinforcement body 22 and the extension 24 together with the flange 34F, and the fastener 44 inside the vehicle width direction fastens only the extension 24 to the flange 34F.
- the slide spacer 30 is fixed (held) to the overhanging portion 20 of the bumper reinforcement 18 by the fixed portion 34 described above.
- the portion including the fixed portion 34 and the first inclined portion 32A of the spacer main body 32 corresponds to the first portion of the spacer member in the present invention.
- the slide plate 36 is formed in a plate shape facing inward in the vehicle width direction.
- the rear end of the second inclined portion 32B of the spacer body 32 is joined to the slide plate 36 by arc welding, spot welding, or the like.
- the slide plate 36 closes the rear end (opening end) of the second inclined portion 32B and protrudes forward and backward with respect to the rear end of the second inclined portion 32B.
- the slide plate 36 has a length L so as to transmit a load transmitted from the overhanging portion of the bumper reinforcement 18 through the spacer body 32 to a wide surface of the outer side wall 14S of the front side member 14. Specifically, the slide plate 36 slides with respect to the outer wall 14S while transmitting the load from the overhanging portion 20 to the outer wall 14S during the compression process of the crash box 16 (local deformation in the outer wall 14S).
- the length L is set so that no occurrence occurs.
- the rear end of the slide plate 36 is a bent portion 36F that is bent outward in the vehicle width direction.
- the dimension along the vehicle width direction of the bent portion 36F is defined as b.
- the gap C described above is formed between the inside of the slide plate 36 in the vehicle width direction, that is, the outer wall 14S.
- the slide plate 36, that is, the slide spacer 30 is not restrained with respect to the front side member 14.
- the slide spacer 30 is configured to slide along the outer wall 14S of the front side member 14 as the crash box 16 is compressed and deformed. That is, the configuration in which the slide plate 36 faces the front side member 14 in an unconstrained state includes the above-described length L of the slide plate 36 and the configuration in which the spacer main body 32 wraps around the flanges 14F and 16F of the skeleton member 12, Is configured.
- the portion including the slide plate 36 and the second inclined portion 32B of the spacer main body 32 corresponds to the second portion of the spacer member in the present invention.
- the vehicle body front structure 10 includes a stopper 46 that restricts the backward movement of the slide spacer 30.
- the stopper 46 is provided on the front side member 14, and restricts sliding beyond the required range of the slide spacer 30 with respect to the outer wall 14 ⁇ / b> S of the front side member 14. This will be specifically described below.
- the stopper 46 includes a base portion 46B fixed to the outer wall 14S, a rear stopper 46R extending outward in the vehicle width direction in plan view from the base portion 46B, and a lateral stopper 46S extending forward from the outer end in the vehicle width direction of the rear stopper 46R.
- the base 46B is fixed to a portion located on the side of the power unit 26 in the outer wall 14S by a fastener 48 including a bolt 48B and a nut 48N.
- the base 46B is fixed to the outer wall 14S with fasteners 48 at a plurality of locations separated in the vertical direction.
- the rear stopper 46R extends outward from the front end of the base 46B in the vehicle width direction in plan view. Thereby, the stopper 46 is opened forward without the space 48 between the outer wall 14 ⁇ / b> S and the lateral stopper 46 ⁇ / b> S being occupied by the fastener 48.
- the opening width a of the space S is larger than the dimension b of the bent portion 36F of the slide plate 36 that constitutes the slide spacer 30.
- the stopper 46 slides further backward on the slide spacer 30 when the rear end of the slide spacer 30 that has entered the space S while sliding on the surface of the outer wall 14S contacts the rear stopper 46R. It comes to restrict.
- the rear stopper 46R is slightly inclined with respect to the vehicle width direction so that the inner end is located behind the outer end in the vehicle width direction.
- This inclined shape can be regarded as a guide shape that contacts the rear stopper 46R and guides the rear end of the slide spacer 30 toward the outer wall 14S.
- the stroke until the rear end of the slide spacer 30 comes into contact with the rear stopper 46 ⁇ / b> R is equal to the energy absorption stroke of the crash box 16. Therefore, when the crash box 16 is compressed and deformed to the energy absorption limit, the rear end of the slide spacer 30 comes into contact with the rear stopper 46R, and further slide of the slide spacer 30 is restricted.
- the lateral stopper 46S is configured to prevent the rear end of the slide spacer 30 that has entered the space S from moving outward in the vehicle width direction, that is, the sliding restriction state due to the rear stopper 46R is eliminated.
- a micro lap collision which is a collision of a collision body (barrier Br) colliding with the front side member 14 on the outer side in the vehicle width direction
- carrier Br a collision body colliding with the front side member 14 on the outer side in the vehicle width direction
- the bumper reinforcement 18 is supported from behind by the slide spacer 30 and the front side member 14 in the overhanging portion 20, and the breakage at the fixing portion to the crash box 16 is prevented or effectively suppressed. For this reason, the other part of the load input to the overhang portion 20 is transmitted to the crash-side crash box 16, and the crash box 16 is compressed and deformed as shown in FIG. 3A. Thereby, the initial energy absorption of the minute lap collision is achieved.
- the slide spacer 30 transmits a load to the front side member 14 while sliding on the slide plate 36 (moving backward while contacting) with respect to the front side member 14.
- the front side member 14 whose load receiving portion moves rearward as the compression amount of the crash box 16 increases increases the function of guiding the slide spacer 30 rearward without breaking.
- the collision load (see arrow F1) that is continuously input to the overhanging portion 20 is a lateral force that is an inward load in the vehicle width direction converted by the slide spacer 30 at a specific portion of the front side member 14. (Refer to arrow F2) (second load transmission mode).
- the front side member 14 is folded inward in the vehicle width direction.
- the front side member 14 interferes with the power unit 26 as shown in FIG. 3C.
- the load from the slide spacer 30 is transmitted to the power unit 26 (such as a structure in the engine compartment) via the front side member 14.
- the collision load input to the overhanging portion 20 in this way is transmitted to the rear of the vehicle body or the anti-collision side via the power unit 26 and its support structure (load Fx in the front-rear direction, load Fy in the vehicle width direction ( Is transmitted to each part of the vehicle body).
- load Fx in the front-rear direction, load Fy in the vehicle width direction Is transmitted to each part of the vehicle body.
- transformation of the collision side edge part of the vehicle body by a micro lap collision is prevented or effectively suppressed.
- the collision load is input to the overhanging portion 20. It is eliminated or alleviated. This also prevents or effectively suppresses local large deformation at the collision side end of the vehicle body.
- the slide spacer 30 has a bent (curved) shape in which the inclination angle ⁇ 2 of the second inclined portion 32B is larger than the inclination angle ⁇ 1 of the first inclined portion 32A. For this reason, the slide spacer 30 has a higher transmission efficiency of the lateral force to the front side member 14 than the comparative example provided with the spacer main body having a constant inclination angle ⁇ 1.
- the load due to the minute lap collision can be efficiently transmitted to the front side member 14.
- this bent shape allows the front and rear length of the slide spacer 30 to be kept short.
- the slide spacer 30 is prevented from interfering with the vehicle body (for example, wheel house) or other mounted parts due to the slide of the slide spacer 30 within the range of the energy absorption stroke of the crash box 16.
- the vehicle body has a higher degree of freedom in designing the vehicle body as compared with the comparative example provided with the slide spacer having a constant inclination angle ⁇ 1 (long in the longitudinal direction).
- the rear end of the slide spacer 30 forms an acute angle shape in plan view. For this reason, the slide spacer 30 causes the front side member 14 to be bent while its rear end portion bites into the front side member 14. As a result, the slide spacer 30 is effectively suppressed from being displaced (sliding) with respect to the front side member 14, and the lateral force is intensively transmitted to a specific part of the front side member 14, thereby The folding of the side member 14 is promoted.
- the rear end of the slide spacer 30 interferes with the rear stopper 46R of the stopper 46.
- the slide spacer 30 maintains the slide with respect to the front side member 14 in a form that widens the angle formed with the protruding portion 20. There is. The maintenance of such a slide can be a cause of hindering the front side member 14 from being bent at an appropriate position.
- the stopper 46 prevents or effectively suppresses and restricts the slide spacer 30 from sliding on the front side member 14 in a form that widens the angle formed with the protruding portion 20. .
- the front side member 14 can be effectively folded in place, contributing to the above-described load distribution to the vehicle body and efficient transmission of the load to the power unit 26.
- the vehicle body front structure 10 can efficiently transmit the load due to the minute lap collision to the skeleton member.
- the stopper 46 has a dimension a in the vehicle width direction (more precisely, an opening width of the space S formed by the outer wall 14S) larger than a dimension b of the bent portion 36F forming the rear end of the slide spacer 30. For this reason, the slide spacer 30 that has slid (moved while being in contact with the outer wall 14S) is prevented or effectively prevented from moving over the stopper 46 and moving backward.
- the opening width a of the space S is larger than the dimension b of the bent portion 36F, when the rear end of the slide spacer 30 enters the space S, the slide spacer 30 moves over the stopper 46 and moves backward. Is prevented or effectively deterred. That is, the lateral stopper 46S that defines the space S with the outer wall 14S suppresses the displacement of the slide spacer 30 in the vehicle width direction with respect to the front side member 14. Thereby, the effect of restricting the sliding of the slide spacer 30 by the stopper 46 can be achieved with high accuracy compared to the configuration without the lateral stopper 46S.
- the rear stopper 46R of the stopper 46 has a guide shape that is slightly inclined with respect to the vehicle width direction so that the inner end is located rearward of the outer end in the vehicle width direction. Since the guide shape guides the rear end of the slide spacer 30 toward the outer wall 14S, the front side member 14 in a state in which the rear end of the slide spacer 30 hits is folded. Thereby, compared with the structure which the stopper 46 does not have a guide shape, it contributes to promotion of the folding of the front side member 14 in the appropriate place.
- the bumper reinforcement 18 in the vehicle body front structure 10 is configured by connecting extensions 24 made of a material having higher strength than the material constituting the reinforcement main body 22 to both ends of the reinforcement main body 22.
- the extension 24 is provided in a range from the portion fixed to the crash box 16 to the bumper reinforcement 18, that is, the tip of the overhang portion 20. For this reason, compared with the case where the bumper reinforcement 18 is formed of an aluminum extrusion molded product over the entire length, bending deformation (folding) and cross-sectional crushing of the overhang portion 20 due to micro lap collision are less likely to occur. Thereby, the collision load can be efficiently transmitted from the overhanging portion 20 to the front side member 14 via the slide spacer 30.
- FIG. 4 shows a plan view of the main part of the vehicle body front part structure 60.
- the vehicle body front structure 60 is configured in the same manner as the vehicle body front structure 10 according to the first embodiment, except that the structure of the slide spacer 62 as a spacer member is different from that of the slide spacer 30.
- the extension 24 shown in FIG. 4 is different in shape from the extension 24 shown in the first embodiment, but the basic configuration and function are the same as those of the extension 24 shown in the first embodiment.
- the vehicle body front structure 60 will be specifically described.
- the slide spacer 62 includes a spacer main body 64 fixed to the extension 24 and a slider portion 65 provided at the rear end of the spacer main body 64 and facing the outer wall 14S of the front side member 14 as main parts.
- the spacer main body 64 has a closed cross-sectional structure in which the inner panel 66 and the outer panel 68 are joined to each other in a cross-sectional view orthogonal to the longitudinal direction (not shown).
- the outer panel 68 has a hat shape that opens inward in the vehicle width direction in a cross-sectional view, and has an upper and lower flange 68F. Further, a front flange 68FF and a rear flange 68FR project from the front edge and rear edge of the outer panel 68.
- a rear wall 68R that closes the closed cross section of the spacer body 64 is formed on the rear end side of the outer panel 68.
- the rear wall 68R has an acute angle ⁇ with the rear flange 68FR (a slide plate 65A described later) in plan view.
- the inner panel 66 has a hat shape that opens outward in the vehicle width direction in a cross-sectional view, and has an upper and lower flange 66F.
- the inner panel 66 gradually decreases in the vehicle width direction dimension (cross-sectional depth) toward the rear, and its rear end is a flat rear flange 68FR. Further, a front flange 66FF projects from the front edge of the inner panel 66.
- the inner panel 66 and the outer panel 68 constitute a spacer main body 64 having a closed cross-section structure by joining the upper and lower flanges 66F and 68F by welding.
- the inner panel 66 and the outer panel 68 are separated from each other at the front end portion in the vehicle width direction. That is, the spacer body 64 is formed in a “y” shape as shown in FIG.
- the spacer main body 64 is joined to the back surface of the rear panel 24R constituting the extension 24 by welding in the front flanges 66FF and 68FF described above.
- the slider portion 65 includes a slide plate 65A that faces the outer wall 14S of the front side member 14 with a gap C therebetween, and a protrusion 65B that protrudes from the slide plate 65A and fits into the rear end of the spacer body 64. It is configured as.
- the protruding portion 65B is fitted in the rear flange 66FR of the inner panel 66 and the inner edge of the outer panel 68 in the vehicle width direction by welding or the like while being fitted in the rear end of the spacer body 64.
- the slide spacer 62 described above has a bent shape as a whole in a plan view such that the rear part is bent inward in the vehicle width direction (to the outer wall 14S side) with respect to the front part.
- a portion formed in a “y” shape in a plan view formed by the front portion of the outer panel 68 and the inner panel 66 corresponds to the first portion of the spacer member in the present invention.
- a portion formed by bending the rear portion of the outer panel 68 and the slider portion 65 (projecting portion 65B thereof) from the rear end of the portion corresponding to the first portion is the second spacer member according to the present invention. It corresponds to the part.
- the thickness t of the overlapping portion of the rear flange 68FR of the outer panel 68 and the slide plate 65A of the slider portion 65 is smaller than the opening width a of the space S of the stopper 46.
- the vehicle body front structure 60 configured as described above can basically obtain the same effect by the same operation as that of the vehicle body front structure 10 according to the first embodiment. Further, since the spacer main body 64 of the slide spacer 62 has a “y” shape, the load input to the wide range of the overhanging portion 20 in the vehicle width direction can be transmitted to the front side member 14.
- the spacer main body 64 has a “y” shape
- the present invention is not limited to this.
- an inner panel and an outer panel may be joined to the front end.
- the load input to the wide range in the vehicle width direction of the overhanging portion 20 can be transmitted to the front side member 14. .
- the stopper 70 is configured by forming a connecting wall 70 ⁇ / b> C connecting the base 46 ⁇ / b> B and the rear stopper 46 ⁇ / b> R on the stopper 46.
- the connecting wall 70 ⁇ / b> C is formed in a triangular shape having the base 46 ⁇ / b> B and the rear stopper 46 ⁇ / b> R as two sides in plan view.
- the connecting wall 70 ⁇ / b> C may be configured by joining different members by welding or the like, or may be integrally formed when the stopper 46 is processed (pressed). In the latter configuration, a pair of connecting walls 70C that connect the base 46B and the rear stopper 46R at the upper and lower ends of the stopper 46 are formed.
- the stopper 46 has the lateral stopper 46S
- the present invention is not limited to this.
- a stopper without the lateral stopper 46S may be adopted.
- the stopper 46 is provided on the front side member 14
- the present invention is not limited to this.
- the stopper (function) may be configured by (the shape of) the suspension tower itself.
- the present invention is not limited to the configuration provided with the stopper in the configuration in which the slide spacer has a bent (curved) shape having the first portion and the second portion as described above in a plan view.
- the planar view shape of the slide spacer is not limited to the bent shape.
- the present invention is not limited to this.
- the configuration according to the present invention may be adopted only on one side in the vehicle width direction.
- the example in which the bumper reinforcement 18 having the extension 24 is provided is shown, but the present invention is not limited to this.
- a configuration including a bumper reinforcement that does not have the extension 24 may be used.
- the material of the extension is not limited to the configuration having higher strength (high elasticity) than the material of the bumper reinforcement.
- the present invention is not limited to this.
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Abstract
Description
図1には、車体前部構造10の要部が平面図にて示されている。この図に示される如く、車体前部構造10は、前後方向に長手とされた骨格部材12を備えている。骨格部材12は左右一対設けられており、一対の骨格部材12車幅方向に並列されている(右側の骨格部材12については図示省略)。各骨格部材12は、フロントサイドメンバ14と、フロントサイドメンバ14の前端に設けられたクラッシュボックス16とを主要部として構成されている。図示は省略するが、フロントサイドメンバ14の後部は、ダッシュパネルの下側を経由して車室のフロア下まで至っている。
以上説明した基本構造を有する車体前部構造10は、スペーサ部材としてのスライドスペーサ30を備えている。スライドスペーサ30は、バンパリインフォースメント18の張出部20と骨格部材12との間の空間を占有するように配置されている。この実施形態では、スライドスペーサ30は、張出部20に設けられ、該張出部20に入力された後向きの荷重を、車幅方向内向きの荷重に変換してフロントサイドメンバ14の前端近傍に伝達する荷重伝達部材として機能するようになっている。
スペーサ本体32は、後端側が前端側よりもフロントサイドメンバ14に近づくように平面視で傾斜された第1傾斜部32Aと、該第1傾斜部32Aの後端からフロントサイドメンバ14側(車幅方向内向き)に曲げられた第2傾斜部32Bとを有する。第1傾斜部32Aは、平面視で前後方向及び車幅方向の双方においてフロントサイドメンバ14向けて延びるように、前後方向に対し傾斜角α1だけ傾斜されている。一方、第2傾斜部32Bは、前後方向に対する傾斜角α2が第1傾斜部32Aの傾斜角α1よりも大(α2>α1)とされており、後端側が前端側よりもフロントサイドメンバ14に近づく度合いが大きい形状と捉えても良い。この実施形態では、第1傾斜部32Aと第2傾斜部32Bとの境界は滑らかな湾曲形状とされている。
図1に示される如く、被固定部34は、スペーサ本体32における第1傾斜部32Aの前端に設けられてスライドスペーサ30における張出部20への保持のための結合部位を成している。この被固定部34は、スペーサ本体32に接合された本体接合部34Hと、張出部20に固定されるフランジ34Fとを有して構成されている。
図1に示される如く、スライド板36は、車幅方向内側を向く板状に形成されている。このスライド板36には、スペーサ本体32における第2傾斜部32Bの後端がアーク溶接やスポット溶接等によって接合されている。この接合状態で、スライド板36は、第2傾斜部32Bの後端(開口端)を塞ぐと共に、該第2傾斜部32Bの後端に対し前後に張り出している。
また、車体前部構造10は、スライドスペーサ30の後方への移動を制限するストッパ46を備えている。この実施形態では、ストッパ46は、フロントサイドメンバ14に設けられており、該フロントサイドメンバ14の外側壁14Sに対するスライドスペーサ30の所要範囲を超えるスライドを制限するようになっている。以下、具体的に説明する。
次に、第1の実施形態の作用を説明する。
次いで、第2の実施形態について、図4に基づいて説明する。なお、第1の実施形態の構成と基本的に同様の構成については、第1の実施形態の構成と同一の符号を付して、その説明、図示を省略する場合がある。
上記構成の車体前部構造60は、基本的に第1の実施形態に係る車体前部構造10と同様の作用によって同様の効果を得ることができる。また、スライドスペーサ62のスペーサ本体64が「y」字状を成しているため、張出部20の車幅方向の広い範囲に入力された荷重をフロントサイドメンバ14に伝達することができる。
第1、第2の実施形態では、ストッパ46を備えた例を示したが、本発明はこれに限定されない。例えば、ストッパ46に代えて、図5に示される如きストッパ70を備えた構成としても良い。
12 骨格部材
14 フロントサイドメンバ(骨格部材)
16 クラッシュボックス(骨格部材のエネルギ吸収部)
18 バンパリインフォースメント(バンパ骨格部)
20 張出部
30 スライドスペーサ(スペーサ部材)
32A 第1傾斜部(第1部分)
32B 第2傾斜部(第2部分)
34 被固定部(第1部分)
36 スライド板(第2部分)
46 ストッパ
46R 後ストッパ
46S 横ストッパ
60 車体前部構造
62 スライドスペーサ(スペーサ部材)
70 ストッパ
70C 連結壁
Claims (8)
- 車両前後方向に長手とされると共に車幅方向に並列され、車両前後方向の前端側がエネルギ吸収部とされた一対の骨格部材と、
車幅方向に長手とされて前記一対の骨格部材における車両前後方向の前端間を架け渡し、前記骨格部材に対し車幅方向外側に張り出した張出部を有するバンパ骨格部と、
前記張出部に固定された車両前後方向の前端部から平面視で車両前後方向及び車幅方向において前記骨格部材に向けて延びる第1部分と、該第1部分から車幅方向内向きに曲げられると共に車幅方向の内端部において前記骨格部材の車幅方向外側を向く壁部と対向する第2部分とを有するスペーサ部材と、
を備えた車体前部構造。 - 前記スペーサ部材の第2部分における車両前後方向の後端部は、平面視で車両前後方向の後方に向けて車幅方向の寸法が徐減された鋭角形状を成している請求項1記載の車体前部構造。
- 前記スペーサ部材が、前記エネルギ吸収部によるエネルギ吸収ストロークを超えて前記骨格部材に対して車両前後方向の後側へ相対変位することを制限する後ストッパをさらに備えた請求項2記載の車体前部構造。
- 車両前後方向に長手とされると共に車幅方向に並列され、車両前後方向の前端側がエネルギ吸収部とされた一対の骨格部材と、
車幅方向に長手とされて前記一対の骨格部材における車両前後方向の前端間を架け渡し、前記骨格部材に対し車幅方向外側に張り出した張出部を有するバンパ骨格部と、
車両前後方向の前端側が前記張出部に固定されると共に、車両前後方向の後端側が前記骨格部材における車幅方向外側を向く壁部と対向され、かつ車両前後方向の後端部における平面視での形状が車両前後方向の後方に向けて車幅方向の寸法が徐減された鋭角形状とされたスペーサ部材と、
前記スペーサ部材が、前記エネルギ吸収部によるエネルギ吸収ストロークを超えて前記骨格部材に対して車両前後方向の後側へ相対変位することを制限する後ストッパと、
を備えた車体前部構造。 - 前記後ストッパの車幅方向の寸法は、前記スペーサ部材の車両前後方向の後端における車幅方向の寸法よりも大とされている請求項3又は請求項4記載の車体前部構造。
- 前記後ストッパの車幅方向外端側から車両前後方向の前方に延び、前記スペーサ部材の第2部分における車両前後方向の後端部の車幅方向外側への相対変位を制限する横ストッパをさらに備えた請求項5記載の車体前部構造。
- 前記後ストッパは、前記スペーサ部材における車両前後方向の後端部を前記骨格部材側にガイドするガイド形状を有する請求項3~請求項6の何れか1項記載の車体前部構造。
- 前記後ストッパは、前記骨格部材の前記壁部に固定された基部における車両前後方向の前端から車幅方向外向きに張り出されると共に、該後ストッパと前記基部とを連結する連結壁にて支持されている請求項3~請求項7の何れか1項記載の車体前部構造。
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US9771106B2 (en) | 2013-08-09 | 2017-09-26 | Toyota Jidosha Kabushiki Kaisha | Vehicle body front structure |
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CN107074175A (zh) * | 2014-09-22 | 2017-08-18 | 安赛乐米塔尔公司 | 用于机动车辆的保险杠加强*** |
JP2017535469A (ja) * | 2014-09-22 | 2017-11-30 | アルセロールミタル | 自動車用のバンパー補強システム |
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US10214169B2 (en) | 2014-09-22 | 2019-02-26 | Arcelormittal | Bumper-reinforcing system for motor vehicle |
CN107074175B (zh) * | 2014-09-22 | 2019-06-14 | 安赛乐米塔尔公司 | 用于机动车辆的保险杠加强*** |
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Also Published As
Publication number | Publication date |
---|---|
JP2014136537A (ja) | 2014-07-28 |
CN104903154B (zh) | 2017-10-24 |
CN104903154A (zh) | 2015-09-09 |
US20150329144A1 (en) | 2015-11-19 |
DE112014000472B4 (de) | 2019-10-02 |
DE112014000472T5 (de) | 2015-09-24 |
JP5761214B2 (ja) | 2015-08-12 |
US9555754B2 (en) | 2017-01-31 |
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