CN115246445B - Front structure of vehicle body - Google Patents
Front structure of vehicle body Download PDFInfo
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- CN115246445B CN115246445B CN202210117704.1A CN202210117704A CN115246445B CN 115246445 B CN115246445 B CN 115246445B CN 202210117704 A CN202210117704 A CN 202210117704A CN 115246445 B CN115246445 B CN 115246445B
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- frame
- reinforcing plate
- vehicle body
- shaped cross
- front side
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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
- B62D21/157—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 for side impacts
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
Abstract
The invention aims to restrain the cross collision between the front side frame and the opposite vehicle with the front end different from the front end of the front side frame of the vehicle and absorb the collision energy generated by SOT collision outside the front end of the front side frame. A vehicle body front structure (10) is provided with a hollow front side frame (11) extending in the front-rear direction, first reinforcing plates (21 a, 21b, 21 c) having an L-shaped cross-section and disposed inside the frame (11), and second reinforcing plates (22) disposed inside the frame (11) on the front side of the first reinforcing plates (21 a-21 c). The frame (11) has a ridge line extending in the front-rear direction, and the first reinforcing plates (21 a-21 c) are arranged so that the ridge line of the L-shaped cross section overlaps the ridge line of the frame (11). The second reinforcing plate (22) is configured such that the front end side is offset to the outside in the vehicle width direction than the rear end side, and the rear end side is aligned in the front-rear direction with the front end side of the first reinforcing plate (21 a-21 c).
Description
Technical Field
The present invention relates to a vehicle body front portion structure that absorbs collision energy by front side frames on both sides of a vehicle body.
Background
As a vehicle body front structure that absorbs collision energy by a front side frame (also referred to as a side frame), there is a technology described in patent document 1, for example. The vehicle body front portion is configured such that a reinforcement plate having a コ -shaped cross section is superimposed and joined to a side surface on the rear side of a position separated by a predetermined length from the front end of the side frame, thereby reinforcing the side frame. With this structure, even when a so-called slight overlap collision occurs with a position offset outward from the axial center of the side frame body, the side frame body and the reinforcing plate can be deformed together to absorb impact energy.
Prior art literature
Patent literature
Patent document 1 Japanese patent No. 4783761
Disclosure of Invention
In the structure of patent document 1, the front portion of the side frame from the front end of the side frame to the front end of the reinforcing plate separated by a predetermined length has a structure having no reinforcing plate and only the side frame plate. Therefore, when a small overlap collision occurs in the front side frame portion, the front side frame portion may be greatly deformed in the vehicle width direction by the collision energy. If the front portion of the vehicle frame is greatly deformed, the deformation of the reinforcement plate joint portion is small, and the impact energy cannot be sufficiently absorbed.
The present invention has been made in view of such circumstances, and an object thereof is to provide a vehicle body front portion structure capable of absorbing collision energy without causing a large deformation of a front portion of a front side frame at the time of a small overlap collision.
In order to achieve the above object, a vehicle body front structure according to the present invention includes a hollow front side frame extending in a front-rear direction, a first reinforcing plate having an L-shaped cross-sectional shape disposed in the front side frame, and a second reinforcing plate disposed in the front side of the first reinforcing plate in the front side frame, wherein the front side frame includes a ridge line extending in the front-rear direction, the first reinforcing plate is disposed such that the ridge line having the L-shaped cross-sectional shape overlaps the ridge line of the front side frame, a front end side of the second reinforcing plate is offset outward in a vehicle width direction from a rear end side of the second reinforcing plate, and the rear end side of the second reinforcing plate is aligned in the front-rear direction with the front end side of the first reinforcing plate.
Effects of the invention
According to the present invention, a vehicle body front structure capable of absorbing collision energy without causing a large deformation of the front portion of the front side frame at the time of a small overlap collision can be obtained.
Drawings
Fig. 1 is a side view of the vehicle width direction outer side of a front side frame of a vehicle body front structure of an automobile as an embodiment of the present invention.
Fig. 2 is a perspective view showing a plurality of first reinforcing plates having an L-shaped cross section disposed in a コ -shaped cross section of the front side frame.
Fig. 3 is a perspective view showing a plurality of first reinforcing plates and first and second spacers arranged in an L-shaped cross section in the コ -shaped cross section of the front side frame.
Fig. 4 is a cross-sectional view of IV-IV of fig. 3.
Fig. 5 is a side view of a vehicle body front structure of the automobile of the present embodiment.
Fig. 6 is a perspective view showing a structure of the vehicle body front side viewed from the vehicle body obliquely front side indicated by an arrow IV shown in fig. 5.
Fig. 7 is a perspective view showing a structure in which the joint plate shown in fig. 6 is removed.
Fig. 8 is a cross-sectional view of IV-IV of fig. 5.
Fig. 9 is a sectional view of the V-V section of fig. 5 as viewed from above.
Fig. 10 is a plan view showing three bending points of the front side frame.
Fig. 11 is a perspective view showing a bumper beam extension.
Fig. 12 is a side view showing a state in which the front side frame is bent in the upward direction.
Fig. 13 is a perspective view showing a bulkhead combined with a front side frame.
Fig. 14 is a cross-sectional view of XIV-XIV of fig. 13.
Description of the reference numerals
10. Front structure of vehicle body
11. Front side frame
11A front side frame bent upward
11Z sawtooth shape front side frame
11A, 11b flange
11C U-shaped section part
11E コ -shaped cross section enlarging portion
11E1 upper wall
11E2 inner side wall
11E3 inclined wall
11E4 outer side wall
11G, 11h, 11i, 11n bending points
11J1, 11j2 edge line
11K closed section
12. Upper member
12A front end portion
13. Bumper beam extension
13A plate member
13B box portion
15. Backboard
18. Rear wall part
21A, 21b, 21c first reinforcing plate
22. Second reinforcing plate
22A lower end of the second reinforcing plate
22B rear end portion of the second reinforcing plate
25. Partition board
25A first separator
25B second separator
25A1, 25b1 bulge portions
25A2 peripheral edge portion
25A3 upper extension
25A4 lower extension
Detailed Description
Embodiment(s) of the present invention
An embodiment of the present invention will be described in detail with reference to fig. 1 to 14. In the description, the same elements are denoted by the same reference numerals, and duplicate description thereof is omitted. In each of the drawings, "front and rear" indicated by an arrow indicates a front and rear direction of an automobile (not shown), right and left indicates a width direction of the automobile, and up and down indicates a vertical up and down direction.
Fig. 1 is a side view of the front side frame 11 (frame 11) of the vehicle body front structure of the present embodiment, which is the outside in the vehicle width direction. Fig. 2 is a perspective view showing a plurality of first reinforcing plates 21a, 21b, 21c arranged in an L-shaped cross section in the コ -shaped cross section of the frame 11. Fig. 3 is a side view showing the plurality of first reinforcing plates 21a, 21b, 21c and the first and second spacers 25a, 25b arranged in the cross section コ of the frame 11. Fig. 4 is a cross-sectional view of IV-IV of fig. 3.
As shown in fig. 1, the vehicle body front structure 10 includes a first reinforcing plate 21 and a second reinforcing plate 22 (see fig. 7) that are coupled in this order from the rear side to the front end of the vehicle body in a コ -shaped cross section that opens to the outside (also simply referred to as the outside) of the vehicle body width direction of the vehicle frame 11 that extends in a straight line on both sides of the vehicle body. The first reinforcing plate 21 is a reinforcing plate that reinforces the vehicle body rear side of the frame 11, and the second reinforcing plate 22 is a reinforcing plate that reinforces the vehicle body front side of the frame 11.
The second reinforcing plate 22 on the vehicle body front side is curved (deviated) outward in a curved shape from the rear end side 22b toward the front end side (see fig. 9) in a コ -like shape in a cross-sectional view.
The first reinforcing plate 21 is constituted by a plurality of first reinforcing plates 21a, 21b, 21 c. The first reinforcing plate 21a is coupled to the lower side of the コ -shaped cross section of the frame 11 in a state where the front end of the first reinforcing plate 21a and the rear end of the second reinforcing plate 22 are in contact and aligned. The first reinforcing plates 21b, 21c are joined to the upper side of the frame 11 in the コ -shaped cross section.
As shown in fig. 2, the lower first reinforcing plate 21a has an L-shaped cross-sectional shape, and as shown in the cross-sectional view of fig. 4, the ridge line formed by the corner of the lower side of the L-shaped cross-section of the first reinforcing plate 21a is joined to the ridge line 11j1 formed by the corner of the upper side of the コ -shaped cross-section of the frame 11 where the vertical surface and the horizontal surface are aligned.
As shown in fig. 3, the upper first reinforcing plates 21b and 21c are formed in an L-shaped cross-sectional shape, and as shown by the first reinforcing plate 21b in fig. 4, the ridge 11j2 formed by the corner on the upper side of the L-shaped cross-section of the first reinforcing plate 21b is joined to the ridge 11j2 formed by the corner on the upper side of the コ -shaped cross-section of the frame 11.
As shown in fig. 1 to 4, a first partition plate 25a and a second partition plate 25b are provided in a hollow portion of the frame 11, and the first partition plate and the second partition plate divide the hollow portion in a wall shape. The first and second spacers 25a and 25b have flanges on the upper, lower, left and right sides, and the flanges are joined to the upper, lower, left and right surfaces of the frame 11. The first separator 25a is provided across the rear end portion of the upper first reinforcing plate 21b and the intermediate portion of the lower first reinforcing plate 21 a. The second separator 25b is provided across the middle portion of the upper first reinforcing plate 21c and the rear end portion of the lower first reinforcing plate 21 a. As shown in fig. 4, the opening of the frame 11 is closed by a back plate 15 described later.
Next, fig. 5 is a side view of the vehicle-width-direction inner side of the frame 11. Fig. 6 is a perspective view showing a structure of the vehicle body front side viewed from the vehicle body obliquely front side indicated by an arrow IV shown in fig. 5. Fig. 7 is a perspective view showing a structure in which the joint plate shown in fig. 6 is removed. Fig. 8 is a cross-sectional view of VIII-VIII of fig. 5. Fig. 9 is a cross-sectional view of section IX-IX of fig. 5 as viewed from above.
As shown in fig. 5, the vehicle body front structure 10 has an upper member 12 extending outside the frames 11 on both sides. The upper member 12 is curved in an arch shape from above the tire, not shown, to the front part of the vehicle body, and as shown in fig. 7, the front end side of the upper member 12 in the vehicle body is disposed adjacent to the front end side of the frame 11.
In the frame 11 shown in fig. 5, the cross-sectional shape of the rear side is a so-called hat shape. Specifically, the rear side of the frame 11 has a コ cross-sectional portion 11c having a substantially コ cross-sectional shape (see fig. 8), and flanges 11a and 11b extending upward and downward from the opening-side end portion of the コ cross-sectional portion 11 c. On the other hand, as shown in fig. 7, the front side of the frame 11 is formed with a コ -shaped enlarged section 11e continuous from the コ -shaped section 11c and extending in the vehicle width direction and the up-down direction. The コ -shaped cross-section portion 11c and the コ -shaped cross-section enlarged portion 11e correspond to the "frame body" in the present embodiment.
The コ -shaped cross-section enlarged portion 11e does not have flanges 11a and 11b like the コ -shaped cross-section portion 11c, but has an upper wall 11e1, an inner wall 11e2 on the inner side in the vehicle width direction (also simply referred to as the inner side), an inclined wall 11e3 inclined downward from the inner wall 11e2 to the outer side, and an outer wall 11e4 formed by a back plate 15 (see fig. 11) closing the opening on the outer side of both the コ -shaped cross-section enlarged portion 11e and the コ -shaped cross-section portion 11 c. The both of the コ -shaped cross-section enlarged portion 11e and the コ -shaped cross-section portion 11c constitute the frame body according to the present invention.
The frame 11 has a hollow portion in the shape of a hollow frame extending in the vehicle body front-rear direction (also referred to as front-rear direction) by closing the opening with the back plate 15. As shown in fig. 6, the front end of the コ -shaped cross-section enlarged portion 11e of the frame 11 and the front end of the upper member 12 are connected by a connecting plate 16.
Further, a second reinforcing plate 22 is fixed to the inside of the コ -shaped enlarged cross section portion 11e shown in fig. 7, which is formed in a hollow frame shape, and is erected and extended in a vertical manner along the vehicle body front-rear direction so as to divide the inside laterally in the vehicle width direction.
The second reinforcing plate 22 is separated from the outer side wall 11e4 in the frame 11, extends rearward along the outer side wall 11e4, and has an extended rear end portion 22b joined to the interior of the コ -shaped cross section as shown in fig. 1. The rear end portion 22b is joined to the front end of the first reinforcing plate 21 in a state where the end portion is located at the bending point 11n of the frame 11 indicated by a broken line.
As shown in fig. 9, the second reinforcing plate 22 is inclined outward in the vehicle width direction from the inner side wall of the コ -shaped cross-section portion 11c toward the front end of the コ -shaped cross-section enlarged portion 11e, and a closed cross section 11k continuous with the hollow portion is formed between the second reinforcing plate and the back panel 15.
As shown in fig. 7, the lower end 22a of the second reinforcing plate 22 is joined to the lower end of the outer side wall 11e4 of the frame 11. By this coupling, the コ -shaped cross-section enlarged portion 11e on the vehicle body front side of the frame 11 has a relatively large cross-sectional shape extending upward and downward.
As shown in fig. 5, the コ -shaped cross-section enlarged portion 11e is formed in a horn shape that gradually opens in the up-down direction from the vehicle body rear side toward the front end of the frame 11. In more detail, the upper surface of the frame 11 extends in the front-rear direction at an almost constant height, and the lower surface of the frame 11 is inclined so as to be lowered toward the front end. As shown in fig. 7, a second reinforcing plate 22 is disposed in the frame 11 along the horn shape that opens upward and downward. With this configuration, when the vehicle collides with the vehicle passing through the opposite vehicle, the load input (arrow Y1) is smoothly transmitted along the horn shape reinforced by the second reinforcing plate 22, and is transmitted to the コ cross-sectional portion 11c on the rear side of the frame 11.
As shown in fig. 9, the コ -shaped cross-section enlarged portion 11e is formed in a horn shape that gradually opens outward from the rear side toward the front end of the vehicle body of the frame 11. More specifically, the vehicle-width-inner surface of the frame 11 extends straight in the front-rear direction, and the vehicle-width-outer surface of the frame 11 is inclined so as to be positioned further toward the front end. Along the flared horn shape, a second reinforcing plate 22 is disposed in the frame 11. With this configuration, in the case of a small overlap collision of the opposing vehicle with the upper member 12, the load input in the oblique direction due to the collision is smoothly transmitted along the horn shape reinforced by the second reinforcing plate 22, and is intensively transmitted toward the bending points 11g, 11h, 11i (fig. 10) on the rear side of the frame 11.
As shown in a plan view of the frame 11 of fig. 10 when viewed from above, the コ -shaped cross section 11c of the frame 11 has at least three bending points 11g, 11h, 11i in the front-rear direction of the vehicle body. The front bending points 11g, 11h, 11i are arranged in this order. Bending points 11n,11i are arranged on the frame 11, the bending point 11h is provided on the vehicle width inner side surface of the frame 11. The bending points 11g, 11h, and 11i are concave portions in a v shape, and a slight overlap collision load in the direction indicated by an arrow Y2 is transmitted from the second reinforcing plate 22 (fig. 1) coupled to the inside of the frame 11 to the first reinforcing plates 21a, 21b, and 21c (fig. 1), and is bent in a zigzag shape in the vehicle width direction.
The first reinforcing plates 21a, 21b, 21c are arranged along at least one ridge 11j1 or ridge 11j2 of the frame 11 shown in fig. 4. A bulkhead 25 constituted by a first bulkhead 25a and a second bulkhead 25b is coupled to the first reinforcement plates 21a, 21b, 21c disposed in this manner so as to extend in the vehicle longitudinal direction across both the first reinforcement plates 21a, 21b, 21c and the コ -shaped cross section of the frame 11. In the vicinity of these separators 25a, 25b, the frame 11 is formed with the above-mentioned bending points 11h, 11i as frangible portions. The fragile portion may be a rib, a hole, or the like, in addition to the bent shape as the bending point.
In this way, since the weak portion is formed in the vicinity of the bulkhead 25 of the reinforcement frame 11, the force at the time of collision is concentrated on the weak portion in the vicinity of the reinforcement portion by the bulkhead 25, and therefore the frame 11 can be reliably bent together with the first reinforcement plates 21a, 21b, 21 c.
As shown by a broken line 11Z in fig. 10, the frame 11 is bent in a zigzag shape together with the first reinforcing plates 21a, 21b, 21 c. Further, at the time of collision, the bending point 11g of the コ -shaped cross-section portion 11c is bent at a vehicle-body inner side position in the vehicle width direction indicated by an arrow Yg together with the first reinforcing plates 21a, 21 b. The bending point 11h is bent at a position outside the vehicle body in the vehicle width direction indicated by an arrow Yh together with the first reinforcing plates 21a, 21b, 21c, and thereby is bent in a zigzag shape like the frame 11Z.
In addition to the above, the first reinforcing plates 21a, 21b, 21c may be arranged along at least two ridge lines 11j1, 11j2 of the frame 11 shown in fig. 14. A bulkhead 25 constituted by a first bulkhead 25a and a second bulkhead 25b is coupled to the first reinforcement plates 21a, 21b, 21c disposed in this manner so as to extend in the vehicle longitudinal direction across both the first reinforcement plates 21a, 21b, 21c and the コ -shaped cross section of the frame 11. In the vicinity of these separators 25a, 25b, the frame 11 is formed with the above-mentioned bending points 11h, 11i as frangible portions.
With this configuration, even in the case of a small overlap collision, the first reinforcing plates 21a, 21b, 21c are bent together with the two ridge lines 11j1, 11j2 of the frame 11, and therefore the collision energy absorption amount can be increased.
As shown in fig. 3, the bulkhead 25 includes at least a first bulkhead 25a as an engine mount fastening portion, and a second bulkhead 25b as a sub-frame fastening portion.
The first separator 25a has a bulge portion 25a1, and the bulge portion 25a1 has a cylindrical hollow in the interior and an upper portion thereof is opened, bulges outward in the vehicle width direction, and a nut 26 is inserted into the hollow from the opening of the bulge portion 25a1 and is fitted and fixed. The nut 26 has a shape in which a circular ring portion is fixed to a cylindrical shape having a screw hole formed therein, and the circular ring portion is exposed from the bulge portion 25a1 and fixed. The bolts of the engine mount are screwed and tightened from the annular portion of the nut 26.
The second separator 25b has a bulge 25b1, and the bulge 25b1 has a cylindrical hollow in the inside and a lower portion thereof, and bulges outward, and the nut 27 is inserted into the hollow from the opening of the bulge 25b1 and fitted and fixed. The annular portion of the nut 26 is exposed from below the bulge 25b1 and fixed. The bolts of the subframe are screwed and fastened from the annular portion of the nut 27.
Fig. 11 is a perspective view of a portion of the frame 11 on the left side of the vehicle body, as viewed from the right front side. A bumper beam extension portion (also referred to as an extension portion) 13, which is shown by cutting off the box-shaped appearance in the vehicle width direction, is fixed to the front surface of a connecting plate 16 that connects the front end of the frame 11 and the front end of the upper member 12. The protruding portion 13 is formed by fixing a box portion 13c before a polygonal plate member 13a, the plate member 13a is fixed to the front surface of the connecting plate 16 and has the same shape as the connecting plate 16, and the box portion 13c is divided into a cross-sectional eyeglass shape by a dividing wall 13b extending in the up-down direction.
As shown in fig. 9, the partition wall 13b is disposed at a position opposed to the front end of the second reinforcing plate 22 extending in the up-down direction. By the relative state of the two, the collision load of the oncoming vehicle or the like from the front of the vehicle body is transmitted from the partition wall 13b of the extension portion 13 to the second reinforcing plate 22.
The first reinforcing plates 21a, 21b, 21c shown in fig. 2 are preferably changed in material according to the weight of the vehicle body, that is, according to the light vehicle body or the heavy vehicle body as follows.
That is, for a light vehicle body, it is preferable that the first reinforcing plates 21a, 21b, 21c having an L-shaped cross-sectional shape have a plate thickness of 1.0 to 2.0mm and a tensile strength of 270MPa grade of a normal steel plate.
For heavy vehicle bodies, the first reinforcing plates 21a, 21b, 21c having an L-shaped cross-sectional shape are preferably made of high-strength steel plates having a plate thickness of 1.0 to 2.0mm and a tensile strength of 440 to 980 MPa.
As shown in fig. 3, the front end of the lower first reinforcing plate 21a among the first reinforcing plates 21a, 21b, 21c projects forward by a predetermined length L1 from the front end of the upper first reinforcing plate 21 b.
As shown in fig. 12, the frame 11 is engaged with the front end of the rear wall member 18 inclined upward from the lower side of the floor panel 31. The back wall member 18 is disposed along the lower surface of the front wall lower member 32 from below the floor panel 31, and the front wall lower member 32 is disposed to stand up on the front side of the dashboard 33 where the steering wheel 34 protrudes. That is, the frame 11 is bent so as to extend horizontally forward above the floor panel 31. Therefore, there is a concern that deformation in which the front end of the frame 11 is lifted upward as shown by reference numeral 11A occurs due to a slight overlap collision.
However, the front end of the lower first reinforcing plate 21A of the frame 11 projects forward by a predetermined length from the front end of the upper first reinforcing plate 21b, and this structure suppresses the frame 11 from being lifted and deformed as indicated by the reference numeral 11A during a collision.
As shown in fig. 4, the rear ends of the upper first reinforcing plates 21b, 21c and the rear end of the lower first reinforcing plate 21a are located at the same position in the front-rear direction of the vehicle body and are arranged at the 3 rd bending point 11i (see fig. 10) among the first reinforcing plates 21a, 21b, 21 c. With this configuration, the rearmost bending point 11i among the bending points 11g, 11h, 11i is easily bent due to the difference in rigidity between the portions having and not having the first reinforcing plates 21a, 21b, 21 c. The upper first reinforcing plate 21b constitutes an upper first reinforcing plate according to the present invention. The lower first reinforcing plate 21a constitutes a lower first reinforcing plate according to the present invention.
As shown in fig. 13, the peripheral edge 25a2 of the first separator 25a, which holds the nut 26 in the bulge 25a1, is overlapped and joined with the upper and lower first reinforcing plates 21a, 21b disposed in the コ -shaped cross section of the frame 11. The first bulkhead 25a has an upper extension portion 25a3 extending a predetermined width in a state of being overlapped with the flange 11a on the upper side of the frame 11, and a lower extension portion 25a4 extending a predetermined width in a state of being overlapped with the flange 11b on the lower side of the frame 11.
As shown in fig. 14, which is a sectional view of XIV-XIV in fig. 13, the upper extension 25a3 and the lower extension 25a4 of the first bulkhead 25a are sandwiched between and joined to the upper and lower flanges 11a, 11b of the frame 11 and the back plate 15.
As shown in fig. 12, the rear end of the frame 11 is joined to the front end side of the rear wall member 18 extending from the inclined surface of the front wall lower member 32 to the lower surface of the floor panel 31. With such a configuration, the frame 11 is required to be formed as a horizontal straight line portion for a plurality of different vehicle types, and therefore, the mold is inexpensive.
Effects of the embodiments
Next, the characteristic structure of the vehicle body front structure and the effects thereof according to the present embodiment will be described. The vehicle body front structure 10 includes a front side frame 11 extending in the vehicle body front-rear direction on the vehicle width direction inner side.
(1) The vehicle body front structure 10 includes a hollow front side frame 11 extending in the front-rear direction, first reinforcing plates 21a, 21b, 21c having an L-shaped cross-section and disposed in the frame 11, and a second reinforcing plate 22 disposed in front of the first reinforcing plates 21a to 21c in the frame 11. The frame 11 has a ridge line extending in the front-rear direction, and the first reinforcing plates 21a to 21c are arranged so that the ridge line of the L-shaped cross section overlaps the ridge line of the frame 11. The front end side of the second reinforcing plate 22 is offset outward in the vehicle width direction than the rear end side, and the rear end side is aligned in the front-rear direction with the front end sides of the first reinforcing plates 21a to 21 c.
According to this configuration, in the case where a small overlap collision occurs on the front side of the frame 11, the second reinforcing plate 22 is disposed on the front side of the frame 11, so that the front portion of the frame 11 is not greatly deformed, and a small overlap collision load can be transmitted from the second reinforcing plate 22 to the first reinforcing plates 21a, 21b, 21c that are juxtaposed with the second reinforcing plate 22. By this transmission, the frame 11 deforms together with the first reinforcing plates 21a, 21b, 21c, and can absorb the collision energy. That is, the front portion of the frame 11 is not greatly deformed at the time of a small overlap collision, and collision energy can be absorbed.
(2) The frame 11 has a frame body having a コ -shaped cross-sectional shape that opens outward in the vehicle width direction and is configured by both a コ -shaped cross-sectional portion 11c and a コ -shaped cross-sectional enlarged portion 11e, and a back plate 15 that closes the opening and forms a hollow portion that extends in the vehicle longitudinal direction. The rear end of the second reinforcing plate 22 is in contact with the inner wall of the frame body, and the second reinforcing plate 22 is inclined outward in the vehicle width direction from the rear end toward the front end, and a closed cross section 11k (fig. 9) is formed between the second reinforcing plate and the back panel 15, the closed cross section 11k being continuous with the hollow portion.
According to this configuration, the small overlap collision load is transmitted from the closed cross section 11k of the front portion of the frame 11 to the rear portion, and therefore the deformation of the rear portion of the frame 11 can be promoted.
(3) A tubular bumper beam extension 13 is provided at the front end of the frame 11, and the front end of the second reinforcing plate 22 is disposed at a position overlapping in the vehicle width direction a partition wall 13b that partitions a hollow portion of the extension 13 in the vehicle width direction.
According to this configuration, since the minute overlapping collision load is efficiently transmitted from the partition wall 13b of the extension portion 13 to the second reinforcing plate 22, the deformation of the ridge lines of the second reinforcing plate 22 and the first reinforcing plates 21a, 21b, 21c can be promoted.
(4) The first reinforcing plates 21a, 21b, 21c are disposed on the frame 11 along at least one ridge line 11j1 or ridge line 11j2 of the frame 11, the separator 25 is coupled to the first reinforcing plates 21a, 21b, 21c so as to bridge both the first reinforcing plates 21 and the frame 11, and the weakened portions (bending points 11h, 11 i) are formed in the vicinity of the coupled separator 25.
According to this configuration, the weak portion is formed in the vicinity of the bulkhead 25 of the reinforcement frame 11, and thus the force at the time of collision is concentrated on the weak portion in the vicinity of the reinforcement portion obtained by the bulkhead 25. Therefore, the frame 11 can be reliably bent by the collision, and the first reinforcing plates 21a, 21b, 21c can also be bent at the ridge line together with the frame 11, so that the amount of absorption of collision energy can be increased.
(5) The bulkhead 25 includes at least a first bulkhead 25a as an engine mount fastening portion, the first bulkhead 25a having a nut 26 provided with a screw hole on an upper surface, and a second bulkhead 25b as a subframe fastening portion, the second bulkhead 25b having a nut 27 provided with a screw hole on a lower surface.
According to this configuration, the bolts of the engine mount are screwed and fastened to the nuts 26 of the first bulkhead 25a, and the bolts of the sub-frame are screwed and fastened to the nuts 27 of the second bulkhead 25b, and in this state, the frame 11 can be bent at the bending points 11g, 11h, 11i as the fragile portions. Thus, absorption of collision energy can be assisted over the entire length of the frame 11.
(6) The frame 11 has upper and lower ridge lines 11j1, 11j2 extending in the front-rear direction, the first reinforcing plates 21a, 21b, 21c have an upper first reinforcing plate 21b having an L-shaped cross section arranged along the upper ridge line 11j2, and a lower first reinforcing plate 21a having an L-shaped cross section arranged along the lower ridge line 11j1, and a partition plate 25 that partitions the hollow portion of the frame 11 in the front-rear direction is provided at an intermediate position in the front-rear direction of the first reinforcing plates 21a, 21b, 21c, and the frame 11 has a weakened portion (bent point 11h, 11 i) in the vicinity of the partition plate 25.
According to this configuration, the first reinforcing plates 21a, 21b, 21c are bent at the two ridge lines 11j1, 11j2 of the frame 11 at the time of a small overlap collision, so that the amount of absorption of impact energy can be further increased.
(7) The front end of the lower first reinforcing plate 21a is disposed forward of the front end of the upper first reinforcing plate 21 b.
According to this configuration, since the front end of the lower first reinforcing plate 21A of the frame 11 projects forward by a predetermined length from the front end of the upper first reinforcing plate 21b, the frame 11 is prevented from being lifted and deformed as indicated by reference numeral 11A (see reference numeral 11A of fig. 12) at the time of collision, and the saw-tooth deformation in the vehicle width direction at the three bending points 11g, 11h, 11i of the frame 11 can be promoted.
(8) The fragile portion is formed by forming a plurality of bending points 11g, 11h, 11i on the frame 11 so as to be separated from each other in the front-rear direction, and the rear end of the upper first reinforcing plate 21b and the rear end of the lower first reinforcing plate 21a are disposed at the same position in the front-rear direction of the vehicle body and at the same position as the rearmost bending point among the plurality of bending points.
According to this configuration, the rearmost bending point 11i among the bending points 11g, 11h, 11i is easily bent according to the difference in rigidity between the portions having and not having the first reinforcing plates 21a, 21b, 21c, and therefore bending at the three bending points 11g, 11h, 11i can be further promoted.
(9) The frame 11 has flanges 11a, 11b extending upward and downward from upper and lower edges of a コ -shaped cross section. The first separator 25a, which is one of the separators 25 (the first separator 25a and the second separator 25 b), has an upper extension portion 25a3 extending at a predetermined width in a state of being overlapped with the upper flange 1a, and a lower extension portion 25a4 extending at a predetermined width in a state of being overlapped with the lower flange 11b. The spacer 25 holds the nut 26 in the center in the vehicle width direction, the peripheral edge portion 25a2 of the first spacer 25a is joined by overlapping with the first reinforcing plates 21a, 21b disposed vertically in the コ -shaped cross section of the frame 11, and the upper extension portion 25a3 and the lower extension portion 25a4 are joined by sandwiching the flanges 11a, 11b on the upper and lower sides of the frame 11 between the back plates 15 joined with the flanges 11a, 11b and closing the opening of the コ -shaped cross section.
According to this structure, the bulkhead 25 can be easily assembled to the frame 11 reinforced by the first reinforcing plates 21a, 21b, and the engine mount and the sub-frame can be bolted to the bulkhead 25 at any position of the frame 11.
As described above, the vehicle body structure of the present embodiment has been described, and the present invention is not limited to this, and can be appropriately modified within a range not departing from the gist of the present invention.
Claims (8)
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| Application Number | Priority Date | Filing Date | Title |
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| JP2021-073951 | 2021-04-26 | ||
| JP2021073951A JP7550105B2 (en) | 2021-04-26 | 2021-04-26 | Front body structure |
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| CN115246445A CN115246445A (en) | 2022-10-28 |
| CN115246445B true CN115246445B (en) | 2025-01-14 |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102470901A (en) * | 2009-09-02 | 2012-05-23 | 本田技研工业株式会社 | Front vehicle body structure |
| CN103339020A (en) * | 2011-01-26 | 2013-10-02 | 本田技研工业株式会社 | Structure for front of vehicle body |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100333288B1 (en) | 1999-12-28 | 2002-04-25 | 이계안 | reinforcement structure for engine mounting portion of automobile |
| JP5509241B2 (en) | 2012-03-26 | 2014-06-04 | 本田技研工業株式会社 | Auto body front structure |
| JP6208426B2 (en) | 2012-12-18 | 2017-10-04 | エルジー ディスプレイ カンパニー リミテッド | Automatic unevenness detection apparatus and automatic unevenness detection method for flat panel display |
| JP6172179B2 (en) * | 2015-02-25 | 2017-08-02 | マツダ株式会社 | Car side body structure |
| JP6276236B2 (en) * | 2015-10-19 | 2018-02-07 | 本田技研工業株式会社 | Lower body structure |
| JP6284556B2 (en) | 2016-01-25 | 2018-02-28 | 本田技研工業株式会社 | Body front structure |
| JP6235628B2 (en) | 2016-02-03 | 2017-11-22 | 本田技研工業株式会社 | Auto body structure |
| US9969431B2 (en) | 2016-08-10 | 2018-05-15 | Fca Us Llc | Double angled rail system for a vehicle |
| JP6597731B2 (en) | 2017-07-14 | 2019-10-30 | マツダ株式会社 | Front body structure of the vehicle |
| JP6583358B2 (en) | 2017-07-26 | 2019-10-02 | マツダ株式会社 | Vehicle powertrain mount structure |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102470901A (en) * | 2009-09-02 | 2012-05-23 | 本田技研工业株式会社 | Front vehicle body structure |
| CN103339020A (en) * | 2011-01-26 | 2013-10-02 | 本田技研工业株式会社 | Structure for front of vehicle body |
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| Publication number | Publication date |
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| CN115246445A (en) | 2022-10-28 |
| JP2022168468A (en) | 2022-11-08 |
| JP7550105B2 (en) | 2024-09-12 |
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