JP2014162347A - Vehicle front body structure - Google Patents

Abstract

A lateral force can be generated on a vehicle at the time of a minute lap collision, and a crash stroke of the vehicle can be secured at the time of a full lap collision or an offset collision.
A vehicle body front side of a front side member arranged along a vehicle longitudinal direction at a vehicle width direction outer side at a vehicle body front portion and a power unit arranged inside the vehicle width direction of the front side member in a plan view. The first load transmitting member 20 provided on the outer wall 16 side of the front side member 12 is deformed in the vehicle front-rear direction rather than the vehicle width direction so that the rear end portion 22A is located on the vehicle rear side of the end portion 28A. A vehicle body front structure including a second load transmission member 30 provided in a portion of the front side member 12 facing the first load transmission member 20 in the vehicle width direction. 10 is assumed.
[Selection] Figure 4

Description

  The present invention relates to a vehicle body front structure.

  A branch frame extending toward the front outer side of the vehicle body is provided outside the front side member in the vehicle width direction. When a frontal collision (a minute lap collision) occurs outside the front side member in the vehicle width direction, the branch frame moves the front side member. A vehicle body front structure that is bent inward in the width direction and presses the power unit to generate a lateral force (force toward the side opposite to the collision side in the vehicle width direction) has been conventionally known. (For example, refer to Patent Document 1).

JP 2012-221411 A

  In the vehicle body front part structure described in Patent Document 1, a fragile portion serving as a starting point of bending is formed in the front side member, and the front side member is disposed in the front side member on the rear side of the fragile portion. A plurality of partition members (bulk heads) for partitioning the interior back and forth are provided. By this partition member (bulk head), a decrease in load transmission efficiency due to the crushing deformation of the front side member at the time of a minute lap collision is suppressed.

  However, if a partition member (bulk head) is provided in the front side member, the front side member may be prevented from compressing in the axial direction at the time of a full lap collision or an offset collision. That is, the crash stroke of the vehicle may be impaired.

  Therefore, an object of the present invention is to obtain a vehicle body front structure that can generate a lateral force on a vehicle at the time of a minute lap collision and can secure a crash stroke of the vehicle at the time of a full lap collision or an offset collision.

  In order to achieve the above object, a vehicle body front part structure according to claim 1 of the present invention includes a front side member disposed along the vehicle body front-rear direction on the vehicle width direction outer side of the vehicle body front part, and a plan view. And a first end provided on the outer wall side of the front side member so that the rear end portion is located on the rear side of the vehicle body with respect to the vehicle body front side end portion of the power unit disposed on the inner side in the vehicle width direction of the front side member. The load transmitting member has anisotropy that is more easily deformed in the longitudinal direction of the vehicle body than the vehicle width direction, and is provided in the front side member and at a portion facing the first load transmission member in the vehicle width direction. And a second load transmission member.

  According to the first aspect of the present invention, the second load transmission member is provided in the front side member and at a portion facing the first load transmission member in the vehicle width direction. Therefore, when the vehicle collides with the barrier on the outer side in the vehicle width direction than the front side member (minute lap collision), the first load transmission member collides with the barrier as the vehicle advances, and the load input thereby causes The first load transmission member presses the second load transmission member inward in the vehicle width direction through the outer wall of the front side member.

  As a result, the second load transmission member is pressed against the inner side wall of the front side member, and the inner side wall is bent inward in the vehicle width direction so as to be pressed against the power unit, so that the load input by the first load transmission member is applied to the power unit. Communicated. Therefore, a lateral force is efficiently generated with respect to the vehicle. In addition, since the second load transmission member has anisotropy that is more easily deformed in the longitudinal direction of the vehicle body than in the vehicle width direction, the axial deformation of the front side member during the full wrap collision or the offset collision is prevented. Obstruction by the second load transmission member is suppressed, and the crash stroke of the vehicle is ensured.

  Further, the vehicle body front structure according to claim 2 is the vehicle body front structure according to claim 1, wherein the second load transmitting member is a bellows in which a bent portion is arranged along the vehicle body vertical direction. It is formed in a shape, and a vehicle body front side end portion and a vehicle body rear side end portion are respectively fixed to the inner surface of the outer wall.

  According to invention of Claim 2, the 2nd load transmission member is formed in the bellows shape, and the bending part is arrange | positioned along the vehicle body up-down direction. Therefore, the proof stress of the 2nd load transmission member with respect to the load input by the 1st load transmission member at the time of a micro lap collision is improved. Further, at the time of a full wrap collision or an offset collision, it is further suppressed or prevented that the compressive deformation of the front side member in the axial direction is inhibited by the second load transmitting member.

  Further, the vehicle body front structure according to claim 3 is the vehicle body front structure according to claim 2, wherein the bent portion is not in contact with the inner surface of the inner side wall of the front side member. It is characterized by that.

  According to invention of Claim 3, the bending part of the 2nd load transmission member is made non-contact with the inner surface of the inner wall of a front side member. Therefore, compared to the configuration in which the bent portion of the second load transmission member is in contact with the inner surface of the inner side wall of the front side member, the generation of abnormal noise due to the vibration of the vehicle is suppressed or prevented.

  Further, the vehicle body front part structure according to claim 4 is the vehicle body front part structure according to claim 3, wherein the inner wall is provided with a position restricting part that suppresses the folding of the bent part in the longitudinal direction of the vehicle body. It is characterized by being provided.

  According to the fourth aspect of the present invention, the position restricting portion that suppresses the folding of the bent portion in the longitudinal direction of the vehicle body is provided on the inner wall of the front side member. Therefore, at the time of a minute lap collision, the proof stress of the second load transmission member with respect to the load input by the first load transmission member is further improved.

  Further, the vehicle body front part structure according to claim 5 is the vehicle body front part structure according to claim 1, wherein the second load transmitting member is a bellows in which a bent part is arranged along the vehicle width direction. It is formed in a shape, and a vehicle body front side end portion and a vehicle body rear side end portion are respectively fixed to the inner surface of the outer wall.

  According to invention of Claim 5, the 2nd load transmission member is formed in the bellows shape, and the bending part is arrange | positioned along the vehicle width direction. Therefore, the proof stress of the 2nd load transmission member with respect to the load input by the 1st load transmission member at the time of a micro lap collision is improved. Further, at the time of a full wrap collision or an offset collision, it is further suppressed or prevented that the compressive deformation of the front side member in the axial direction is inhibited by the second load transmitting member.

  The vehicle body front structure according to claim 6 is the vehicle body front structure according to claim 5, wherein the bent portion is not in contact with the inner surfaces of the upper wall and the lower wall of the front side member. It is characterized by being said.

  According to the sixth aspect of the present invention, the bent portion of the second load transmitting member is not in contact with the inner surfaces of the upper wall and the lower wall of the front side member. Therefore, compared to the configuration in which the bent portion of the second load transmitting member is in contact with the inner surfaces of the upper wall and the lower wall of the front side member, the generation of abnormal noise due to the vibration of the vehicle is suppressed or prevented. The

  Further, the vehicle body front structure according to claim 7 is the vehicle body front structure according to claim 1, wherein the second load transmission member is formed in a honeycomb shape in which the vehicle width direction is an axial direction. It is characterized by being.

  According to the invention described in claim 7, the second load transmitting member is formed in a honeycomb shape with the vehicle width direction as the axial direction. Therefore, the proof stress of the 2nd load transmission member with respect to the load input by the 1st load transmission member at the time of a micro lap collision is improved. Further, at the time of a full wrap collision or an offset collision, it is further suppressed or prevented that the compressive deformation of the front side member in the axial direction is inhibited by the second load transmitting member.

  The vehicle body front part structure according to claim 8 is the vehicle body front part structure according to any one of claims 1 to 7, wherein the first load transmission member is connected to the outer wall. It is characterized by being arranged opposite to each other with a gap.

  According to the eighth aspect of the present invention, the first load transmitting member is disposed to face the outer wall of the front side member with a gap. Therefore, at the time of a full wrap collision or an offset collision, it is suppressed or prevented that the compression deformation in the axial direction of the front side member is inhibited by the first load transmitting member.

  As described above, according to the first aspect of the invention, it is possible to generate a lateral force on the vehicle at the time of a minute lap collision and to ensure a crash stroke of the vehicle at the time of a full lap collision or an offset collision. can do.

  According to the second aspect of the present invention, it is possible to improve the proof stress of the second load transmission member against the load input by the first load transmission member at the time of a minute lap collision, and at the time of a full wrap collision or an offset collision. Further, it is possible to suppress or prevent the axial deformation of the front side member from being inhibited by the second load transmitting member.

  According to the invention which concerns on Claim 3, generation | occurrence | production of the abnormal noise resulting from the vibration of a vehicle can be suppressed or prevented.

  According to the fourth aspect of the present invention, it is possible to further improve the proof stress of the second load transmission member against the load input by the first load transmission member at the time of a minute lap collision.

  According to the fifth aspect of the present invention, it is possible to improve the proof stress of the second load transmission member against the load input by the first load transmission member at the time of a minute lap collision, and at the time of a full wrap collision or an offset collision. Further, it is possible to suppress or prevent the axial deformation of the front side member from being inhibited by the second load transmitting member.

  According to the invention which concerns on Claim 6, generation | occurrence | production of the abnormal noise resulting from the vibration of a vehicle can be suppressed or prevented.

  According to the seventh aspect of the invention, it is possible to improve the proof stress of the second load transmission member against the load input by the first load transmission member at the time of a minute lap collision, and at the time of a full wrap collision or an offset collision. Further, it is possible to suppress or prevent the axial deformation of the front side member from being inhibited by the second load transmitting member.

  According to the eighth aspect of the present invention, it is possible to suppress or prevent the first load transmitting member from inhibiting the compressive deformation of the front side member in the axial direction at the time of a full wrap collision or an offset collision.

1 is a perspective view showing a schematic configuration of a vehicle body front structure according to a first embodiment. It is a perspective view which expands and shows the principal part of the vehicle body front part structure which concerns on 1st Embodiment. It is a disassembled perspective view which expands and shows the principal part of the vehicle body front part structure which concerns on 1st Embodiment. It is a top view which shows the state before the micro lap collision of the vehicle body front part structure concerning 1st Embodiment partially fractured | ruptured. FIG. 4 is a plan view showing a partially broken state after a minute lap collision of the vehicle body front structure according to the first embodiment. It is a top view which shows the state after a full lap collision of the vehicle body front part structure concerning 1st Embodiment partially fractured | ruptured. It is a disassembled perspective view which expands and shows the principal part of the vehicle body front part structure concerning 2nd Embodiment. It is a side view which expands and shows the principal part of the vehicle body front part structure which concerns on 2nd Embodiment. It is a disassembled perspective view which expands and shows the principal part of the vehicle body front part structure concerning 3rd Embodiment. It is a side view which expands and shows the principal part of the vehicle body front part structure which concerns on 3rd Embodiment. It is a top view which shows schematic structure of the vehicle body front part structure which concerns on 4th Embodiment. It is a top view which shows schematic structure of the vehicle body front part structure which concerns on 5th Embodiment.

  Hereinafter, embodiments according to the present invention will be described in detail with reference to the drawings. For convenience of explanation, an arrow UP appropriately shown in each figure is a vehicle body upward direction, an arrow FR is a vehicle body front direction, and an arrow LE is a vehicle body left direction. In addition, in the following description, when the vertical, front / rear, and left / right directions are described without special mention, the vertical direction of the vehicle body, the front / rear direction of the vehicle body, and the left / right direction of the vehicle body (vehicle width direction) are indicated. To do. Furthermore, although the left side of the vehicle body is shown in FIGS. 2 to 12, the right side of the vehicle body is symmetrical and the same, and therefore the description of the right side of the vehicle body is omitted as appropriate.

<First Embodiment>
First, the vehicle body front part structure 10 according to the first embodiment will be described. As shown in FIG. 1, a pair of left and right front side members 12 extending in the front-rear direction of the vehicle body are disposed on the outer side in the vehicle width direction at the front portion of the vehicle body. As shown in FIGS. 2 and 3, each front side member 12 is formed by joining an inner panel 14 having a substantially “C” cross section and an outer panel 16 as a flat outer wall to each other. Thus, a rectangular closed cross-sectional shape is formed.

  Specifically, a flange portion 14A formed so as to project downward on the outer end portion of the lower wall 14D of the inner panel 14 and the lower end portion of the outer panel 16 are overlapped and welded, and the upper end portion of the outer panel 16 is welded. Each front side member 12 has a rectangular closed cross-sectional shape by overlapping and welding the flange portion 16A formed so as to project outward and the outer end portion of the upper wall 14C of the inner panel 14. Is formed.

  Further, as shown in FIG. 1, a front bumper reinforcement 18 extending in the vehicle width direction is installed between the front side end portions of the front side members 12. The front bumper reinforcement 18 is formed in a rectangular closed cross-sectional shape, and the vehicle body front side end portion of each front side member 12 is connected to the rear surface thereof.

  Further, a power unit 28 including at least an engine and a transmission is disposed between the left and right front side members 12 (inside of the left and right front side members 12 in the vehicle width direction). An outer spacer 20 as a first load transmission member is provided on the outer surface (outer panel 16 side) of the outer panel 16 of each front side member 12 so as to protrude outward in the vehicle width direction from the outer surface.

  The outer spacer 20 is formed in a block shape with resin or metal, and is formed in a trapezoidal shape in which the rear side of the vehicle body is an inclined wall 22 in a plan view as shown in FIG. 4, for example. The outer spacer 20 is formed with a plurality of bolt insertion holes 24 penetrating in the vehicle width direction (for example, two on the front side and two on the rear side for a total of four). A step portion 26 is formed through which the shaft portion 70B of the bolt 70 can pass but not the head portion 70A.

  On the other hand, a through hole 17 (see FIG. 9) is formed in the outer panel 16 of the front side member 12, and a weld nut 68 is provided coaxially with the through hole 17 on the inner surface of the outer panel 16. Therefore, the outer spacer 20 is fastened and fixed to the outer panel 16 by inserting the bolt 70 from the bolt insertion hole 24 and screwing it into the weld nut 68 and bringing the head portion 70A into contact (locking) with the step portion 26. It has become so.

  Note that the outer spacer 20 has a rear end portion 22A (of the inclined wall 22) on the rear side of the vehicle body with respect to the vehicle body front side end portion 28A of the power unit 28 in a plan view and a vehicle body rear side end portion of the power unit 28 ( It is arranged (positioned) on the front side of the vehicle with respect to (not shown). Further, the means for fixing the outer spacer 20 to the outer panel 16 of the front side member 12 is not limited to the bolt 70 and the weld nut 68.

  As shown in FIGS. 2 to 4, the front side member 12 and the portion facing the outer spacer 20 in the vehicle width direction have anisotropy that is more easily deformed in the vehicle longitudinal direction than in the vehicle width direction. An inner spacer 30 as a second load transmitting member is provided. The inner spacer 30 according to the first embodiment is formed of metal, and is formed in a bellows shape (zigzag shape) in which a plurality of bent portions 32 are arranged along the vertical direction of the vehicle body.

  A flange portion 36 that projects forward is integrally formed at the vehicle body front side end portion of the inner spacer 30, and a flange that projects rearward is formed at the vehicle body rear side end portion of the inner spacer 30. The part 38 is integrally formed. The inner spacer 30 is fixed in the front side member 12 by joining the flange portions 36 and 38 to the inner surface of the outer panel 16 by spot welding or bolt fastening.

  The region of the front side member 12 in which the inner spacer 30 is provided in the longitudinal direction of the vehicle body is longer than the length of the outer spacer 20 in the longitudinal direction of the vehicle body. That is, the flange portion 36 is joined to the inner surface of the outer panel 16 on the front side of the vehicle body with respect to the front end portion 20A of the outer spacer 20, and the flange portion 38 is formed on the inner surface of the outer panel 16 with respect to the rear end portion 22A of the outer spacer 20 on the rear side of the vehicle body. It comes to be joined.

  Further, the upper end 34 and the lower end 35 of the inner spacer 30 are not in contact with the inner surface of the upper wall 14C and the inner surface of the lower wall 14D of the inner panel 14 of the front side member 12, respectively. And each bending part 32 which is the inner edge part of the inner spacer 30 and an outer edge part is also made into non-contact with the inner surface of the inner side wall 14B in the inner panel 14 of the front side member 12, and the inner surface of the outer panel 16, respectively. .

  Also, as shown in FIGS. 4 and 5, when the inner spacer 30 is moved inward in the vehicle width direction due to a minute wrap collision or the like on the inner wall 14 </ b> B of the inner panel 14 of the front side member 12, A plurality of bead portions 15 are formed along the vertical direction of the vehicle body as position restricting portions that suppress the folding of each bent portion 32 in the longitudinal direction of the vehicle body.

  Each bead portion 15 is formed as a pair in a concave shape that is recessed outward in the vehicle width direction in plan view, and is not in contact with each bent portion 32 on both sides in the vehicle longitudinal direction of each bent portion 32. It is arranged in the state. In other words, the bent portions 32 are arranged in a non-contact state between the bead portions 15 protruding into the front side member 12 as a set of two.

  Next, the operation of the vehicle body front structure 10 according to the first embodiment having the above-described configuration will be described.

  As shown in FIG. 5, for example, a minute wrap in which a vehicle width direction outer side of the front side member 12 on the left side of the vehicle, that is, an outer end portion (left end portion) 18A of the front bumper reinforcement 18 collides with the barrier W. When the collision occurs, the outer spacer 20 projecting from the outer panel 16 of the left front side member 12 collides with the barrier W as the vehicle moves forward.

  Then, the outer spacer 20 is moved so as to be pushed into the front side member 12 by the load (part of the collision load) input thereby, but the front side member that faces the outer spacer 20 in the vehicle width direction is moved. An inner spacer 30 is provided in the inner space 12 (in a region longer than the length of the outer spacer 20 in the longitudinal direction of the vehicle body).

  Here, the inner spacer 30 is formed in a bellows shape, and each bent portion 32 is arranged along the vertical direction of the vehicle body. The inner side wall 14B of the inner panel 14 of the front side member 12 is formed with a plurality of sets of two bead portions 15 corresponding to each bent portion 32, and the vehicle body longitudinal direction of each bent portion 32 is formed. The fall of the is now suppressed.

  That is, the proof stress of the inner spacer 30 against the load input by the outer spacer 20 is improved (so that the inner spacer 30 is not easily crushed and deformed). Therefore, the outer panel 16 is prevented from bending inward in the vehicle width direction due to the movement of the outer spacer 20, and a dead stroke (uncrushed) in the vehicle width direction is formed in the front side member 12.

  Therefore, the front side member 12 is pressed inward in the vehicle width direction by the outer spacer 20 (the inner spacer 30 is moved inward in the vehicle width direction via the outer panel 16), and each bent portion 32 is located inside the inner panel 14. It is pressed against the wall 14B. Thus, the inner wall 14B of the inner panel 14 is bent and deformed so as to protrude inward in the vehicle width direction.

  Here, the outer spacer 20 is provided on the outer panel 16 of the front side member 12 so that the rear end portion 22A is located on the vehicle body rear side with respect to the vehicle body front side end portion 28A of the power unit 28. Therefore, the inner side wall 14B bent and deformed so as to protrude inward in the vehicle width direction through the inner spacer 30 by the outer spacer 20 is pressed against the power unit 28 (indicated by an arrow F1 in FIG. 5).

  That is, the load input by the outer spacer 20 is transmitted to the power unit 28 via the inner spacer 30 (while suppressing or preventing a decrease in load transmission efficiency due to the crushing deformation of the front side member 12). Therefore, lateral force (force toward the side opposite to the collision side in the vehicle width direction) can be efficiently and quickly generated with respect to the vehicle. That is, the vehicle compartment (occupant space) can be moved away from the barrier W at the time of a vehicle micro-lap collision, and deformation of the vehicle compartment (occupant space) can be suppressed or prevented.

  The position restricting portion formed on the inner wall 14B of the inner panel 14 is preferably a plurality of bead portions 15 formed in a concave shape so as to protrude into the front side member 12. According to this, there is an advantage that each bead portion 15 can be used as a starting point when the inner wall 14 of the inner panel 14 is bent and deformed so as to protrude inward in the vehicle width direction.

  On the other hand, as shown in FIG. 6, for example, when a full lap collision occurs in which almost the entire front bumper reinforcement 18 collides with the barrier W, the front side member 12 is moved to its axis via the front bumper reinforcement 18. Compressive deformation in the direction.

  Here, the inner spacer 30 has anisotropy that is more easily deformed in the vehicle longitudinal direction than in the vehicle width direction. Specifically, the inner spacer 30 is formed in a bellows shape in which the bent portions 32 are arranged along the vertical direction of the vehicle body. Therefore, at the time of a full wrap collision (the same applies to an offset collision), the bellows shape is crushed and deformed so as to be folded (indicated by an arrow F2 in FIG. 6).

  Therefore, at the time of a full wrap collision (or at the time of an offset collision), it is possible to suppress or prevent the axial deformation of the front side member 12 from being inhibited by the inner spacer 30, and to ensure a crash stroke of the vehicle. it can. That is, a decrease in energy absorption efficiency due to the axial compression deformation of the front side member 12 can be suppressed.

  In the normal state (non-collision) of the inner spacer 30, the bent portions 32 are not in contact with the inner surface of the outer panel 16 of the front side member 12 and the inner surface of the inner wall 14B of the inner panel 14, respectively. Yes.

  The upper end 34 and the lower end 35 of the inner spacer 30 are also not in contact with the inner surface of the upper wall 14C and the inner surface of the lower wall 14D of the inner panel 14 of the front side member 12, respectively. Therefore, compared to a configuration in which each part of the inner spacer 30 is in contact with the inner surface of each wall of the front side member 12, it is possible to suppress or prevent the generation of abnormal noise due to vehicle vibration.

Second Embodiment
Next, the vehicle body front part structure 10 according to the second embodiment will be described. In addition, the same code | symbol is attached | subjected to the site | part equivalent to the said 1st Embodiment, and detailed description (a common effect | action is also included) is abbreviate | omitted suitably.

  As shown in FIGS. 7 and 8, in the vehicle body front structure 10 according to the second embodiment, the inner spacer 30 according to the first embodiment rotates 90 degrees in the axial direction with respect to the front side member 12. It is set as the structure arranged. That is, the inner spacer 30 according to the second embodiment is formed in a bellows shape in which the bent portions 32 are arranged along the vehicle width direction.

  A flange portion 37 projecting forward is integrally formed at the vehicle body front outer end portion of the inner spacer 30, and a flange projecting rearward is formed at the vehicle body rear outer end portion of the inner spacer 30. The part 39 is integrally formed. These inner flanges 37 and 39 are joined to the inner surface of the outer panel 16 by spot welding or bolt fastening, so that the inner spacer 30 is fixed in the front side member 12.

  Further, the region of the front side member 12 in which the inner spacer 30 is provided in the longitudinal direction of the vehicle body is longer than the length of the outer spacer 20 in the longitudinal direction of the vehicle body. That is, the flange portion 37 is joined to the inner surface of the outer panel 16 on the front side of the vehicle body from the front end portion 20A of the outer spacer 20, and the flange portion 39 is formed on the inner surface of the outer panel 16 on the rear side of the vehicle body from the rear end portion 22A of the outer spacer 20. They are joined (see FIG. 8).

  In the case of the inner spacer 30 configured as described above, since the bent portions 32 are arranged along the vehicle width direction, the proof stress against the load input by the outer spacer 20 is improved, and each folding portion 32 is arranged. There is no possibility that the curved portion 32 falls down in the longitudinal direction of the vehicle body. Therefore, there is an advantage that it is not necessary to form the bead portion 15 on the inner wall 14B of the inner panel 14 of the front side member 12.

  The flange portions 37 and 39 protrude outward in the vehicle width direction from the outer end portion 31 of the inner spacer 30, and the outer end portion 31 is not in contact with the inner surface of the outer panel 16 of the front side member 12. Has been. The inner end portion 33 of the inner spacer 30 is also not in contact with the inner surface of the inner wall 14B of the inner panel 14 of the front side member 12.

  Further, as shown in FIG. 8, the bent portions 32, which are the upper end portion and the lower end portion of the inner spacer 30, have an inner surface of the upper wall 14 </ b> C and an inner surface of the lower wall 14 </ b> D in the inner panel 14 of the front side member 12. Each is non-contact. Therefore, generation | occurrence | production of the abnormal noise resulting from a vibration of a vehicle can be suppressed or prevented.

<Third Embodiment>
Next, the vehicle body front structure 10 according to the third embodiment will be described. In addition, the same code | symbol is attached | subjected to the site | part equivalent to the said 1st Embodiment and 2nd Embodiment, and detailed description (a common effect | action is also included) is abbreviate | omitted suitably.

  As shown in FIGS. 9 and 10, in the vehicle body front structure 10 according to the third embodiment, the second load transmitting member has a honeycomb shape in which the vehicle width direction is the axial direction (hereinafter referred to as “honeycomb portion 42”). ) And an inner spacer 40 made of metal formed in a rectangular parallelepiped shape as a whole. That is, the inner spacer 40 is more easily crushed and deformed in the vehicle longitudinal direction than in the vehicle width direction (it has a high proof strength against loads input from the vehicle width direction and is not resistant to loads input from the vehicle longitudinal direction. It has anisotropy that is easy to buckle.

  Further, a flange portion 46 projecting forward is fixed to a vehicle body outer front end portion of the inner spacer 40 (honeycomb portion 42), and a vehicle body rear outer end portion of the inner spacer 40 (honeycomb portion 42) is fixed to the inner spacer 40 (honeycomb portion 42). A flange portion 48 that protrudes rearward is fixed. The inner spacer 40 is fixed in the front side member 12 by joining the flange portions 46 and 48 to the inner surface of the outer panel 16 by spot welding or bolt fastening.

  Further, the region of the front side member 12 in which the inner spacer 40 is provided in the longitudinal direction of the vehicle body is also longer than the length of the outer spacer 20 in the longitudinal direction of the vehicle body. That is, the flange portion 46 is joined to the inner surface of the outer panel 16 on the front side of the vehicle body with respect to the front end portion 20A of the outer spacer 20, and the flange portion 48 is formed on the inner surface of the outer panel 16 on the rear side of the vehicle body with respect to the rear end portion 22A of the outer spacer 20. They are joined (see FIG. 10).

  In the case of the inner spacer 40 having such a configuration, since the axial direction of the honeycomb portion 42 is the vehicle width direction, a part of the honeycomb portion 42 (with the through-hole 17 formed in the outer panel 16 and The nut 66 to which the bolt 70 is screwed can be fixed by press-fitting, fitting adhesion, or the like. Therefore, when the outer spacer 20 is fastened and fixed to the outer panel 16 of the front side member 12 by the bolt 70, there is an advantage that the weld nut 68 does not have to be provided on the outer panel 16.

  Each of the flange portions 46 and 48 protrudes outward in the vehicle width direction from the outer end portion 41 of the inner spacer 40 (honeycomb portion 42), and the outer end portion 41 of the outer side panel 12 of the front side member 12. It is not in contact with the inner surface. The inner end 43 of the inner spacer 40 (honeycomb portion 42) is also not in contact with the inner surface of the inner wall 14B of the inner panel 14 of the front side member 12.

  Furthermore, as shown in FIG. 10, the upper end 44 and the lower end 45 of the inner spacer 40 (honeycomb 42) are also formed on the inner surface of the upper wall 14C and the inner surface of the lower wall 14D in the inner panel 14 of the front side member 12, Each is non-contact. Therefore, generation | occurrence | production of the abnormal noise resulting from a vibration of a vehicle can be suppressed or prevented.

<Fourth embodiment>
Next, the vehicle body front structure 10 according to the fourth embodiment will be described. In addition, the same code | symbol is attached | subjected to the site | part equivalent to the said 1st Embodiment-3rd Embodiment, and detailed description (a common effect | action is also included) is abbreviate | omitted suitably.

  As shown in FIG. 11, in the vehicle body front structure 10 according to the fourth embodiment, an outer spacer 50 as a first load transmission member is provided on the rear surface 18A of the front bumper reinforcement 18 in the vehicle width direction. Is provided. The outer spacer 50 is arranged to face the outer surface of the outer panel 16 of the front side member 12 in a non-contact state (on the outer panel 16 side).

  In detail, the outer spacer 50 includes a connecting portion 52 having a rectangular tube shape (or may be a prism shape) whose one end portion is attached to the rear surface of the front end portion 18A of the front bumper reinforcement 18 by bolt fastening or the like. Have. The connecting portion 52 extends obliquely from the outer end 18A in the vehicle width direction of the front bumper reinforcement 18 toward the rear inner side of the vehicle body in plan view.

  The outer spacer 50 has a flat plate portion 54 that is integrally attached to the other end portion of the connecting portion 52 by bolt fastening or the like. The flat plate portion 54 is formed in a rectangular plate shape whose longitudinal direction is the longitudinal direction of the vehicle body, and is disposed so as to be parallel to the outer panel 16 of the front side member 12. That is, a predetermined gap S is formed between the flat plate portion 54 of the outer spacer 50 and the outer surface of the outer panel 16.

  In this state, for example, the inner spacer 30 according to the first embodiment and the flat plate portion 54 provided in the front side member 12 face each other in the vehicle width direction. Accordingly, it is possible to suppress or prevent the inner spacer 30 and the outer spacer 50 from inhibiting the axial side deformation of the front side member 12 during a full lap collision or an offset collision of the vehicle.

  Further, the rear end portion 54A of the flat plate portion 54 is closer to the vehicle body rear side than the vehicle body front side end portion 28A of the power unit 28 in a plan view and further to the vehicle body front side than the vehicle body rear side end portion (not shown). It is arranged (positioned). The region of the front side member 12 in which the inner spacer 30 is provided in the longitudinal direction of the vehicle body is longer than the length of the flat plate portion 54 in the longitudinal direction of the vehicle body.

  That is, the flange portion 36 of the inner spacer 30 is joined to the inner surface of the outer panel 16 on the front side of the vehicle body with respect to the front end portion 54B of the flat plate portion 54, and the inner surface of the outer panel 16 on the rear side of the vehicle body with respect to the rear end portion 54A of the flat plate portion 54. In addition, the flange portion 38 of the inner spacer 30 is joined.

  Accordingly, at the time of a minute lap collision in which the vehicle width direction outer side end portion 18A of the front bumper reinforcement 18 collides with the barrier W, the flat plate portion 54 of the outer spacer 50 is pressed against the outer surface of the outer panel 16 of the front side member 12, thereby The input load is transmitted to the power unit 28 via the inner spacer 30. Therefore, it is possible to generate a lateral force efficiently and early on the vehicle.

<Fifth Embodiment>
Finally, the vehicle body front structure 10 according to the fifth embodiment will be described. In addition, the same code | symbol is attached | subjected to the site | part equivalent to the said 1st Embodiment-4th Embodiment, and detailed description (a common effect | action is also included) is abbreviate | omitted suitably.

  As shown in FIG. 12, a crash box 60 is provided between the front bumper reinforcement 18 and the front side member 12. Specifically, a rectangular first connecting plate 56 is provided at the front side end of the front side member 12 so as to close the front side member 12, and the first connecting plate 56 is the same as the first connecting plate 56. A second connecting plate 58 having a shape is overlapped and joined.

  A crash box 60 having a rectangular closed cross section is provided on the second connection plate 58 so as to protrude toward the front side of the vehicle body. The crash box 60 is interposed via the first connection plate 56 and the second connection plate 58. These are provided so as to be coaxial with the front side member 12 in a plan view and a side view. And the vehicle body front side edge part of the crash box 60 is connected to the rear surface of the front bumper reinforcement 18.

  The first connecting plate 56 and the second connecting plate 58 are extended outward in the vehicle width direction so as not to protrude outward in the vehicle width direction from the front bumper reinforcement 18. An outer spacer 50 similar to that of the fourth embodiment is provided at the outer end in the direction. That is, the flat plate portion 54 of the outer spacer 50 is arranged to face the outer surface of the outer panel 16 of the front side member 12 in a non-contact state (on the outer panel 16 side).

  In other words, a predetermined gap S is formed between the flat plate portion 54 of the outer spacer 50 and the outer surface of the outer panel 16. In this state, for example, the inner spacer 30 according to the first embodiment and the flat plate portion 54 provided in the front side member 12 face each other in the vehicle width direction. Accordingly, it is possible to suppress or prevent the inner spacer 30 and the outer spacer 50 from inhibiting the axial side deformation of the front side member 12 during a full lap collision or an offset collision of the vehicle.

  Further, the rear end portion 54A of the flat plate portion 54 is closer to the vehicle body rear side than the vehicle body front side end portion 28A of the power unit 28 in a plan view and further to the vehicle body front side than the vehicle body rear side end portion (not shown). It is arranged (positioned). The region of the front side member 12 in which the inner spacer 30 is provided in the longitudinal direction of the vehicle body is longer than the length of the flat plate portion 54 in the longitudinal direction of the vehicle body.

  That is, the flange portion 36 of the inner spacer 30 is joined to the inner surface of the outer panel 16 on the front side of the vehicle body with respect to the front end portion 54B of the flat plate portion 54, and the inner surface of the outer panel 16 on the rear side of the vehicle body with respect to the rear end portion 54A of the flat plate portion 54. In addition, the flange portion 38 of the inner spacer 30 is joined.

  Therefore, at the time of a minute lap collision in which the vehicle width direction outer end 18A of the front bumper reinforcement 18 collides with the barrier W, the vehicle width direction outer end of the second connecting plate 58 subsequently collides with the barrier W. The outer ends in the vehicle width direction of the second connecting plate 58 and the first connecting plate 56 are bent and deformed rearward of the vehicle body.

  As a result, the flat plate portion 54 of the outer spacer 50 is pressed against the outer surface of the outer panel 16 of the front side member 12, so that the input load is transmitted to the power unit 28 via the inner spacer 30. Therefore, it is possible to generate a lateral force efficiently and early on the vehicle.

  The vehicle body front structure 10 according to the present embodiment has been described with reference to the drawings. However, the vehicle body front structure 10 according to the present embodiment is not limited to the illustrated one, and the gist of the present invention is described. The design can be changed as appropriate without departing from the scope. For example, the shape of the inner spacers 30 and 40 is not limited to the illustrated bellows shape or honeycomb shape.

  That is, the inner spacers 30 and 40 according to the present embodiment can transmit the load input by the outer spacers 20 and 50 to the inner side in the vehicle width direction (power unit 28 side), and inhibit the axial compression deformation of the front side member 12. What is necessary is just to be comprised in the shape which can be suppressed or prevented. Further, the shapes of the outer spacers 20 and 50 are not limited to the illustrated shapes.

  Further, in the vehicle body front structure 10 according to the first embodiment, a plurality of bead portions 15 as position restricting portions are integrally formed on the inner wall 14B of the inner panel 14 of the front side member 12, but the first embodiment. However, the position restricting unit according to the present invention is not limited to this. For example, it is good also as a structure which provides several protrusion members (illustration omitted) as a position control part in the inner surface of the inner wall 14B with joining means, such as spot welding.

  In addition, each part of the inner spacers 30 and 40 is not in contact with the inner surface of each wall of the front side member 12, but if the configuration can suppress or prevent the generation of abnormal noise due to the vibration of the vehicle, You may contact with the inner surface of each wall of the side member 12. Moreover, although the vehicle body front structure 10 according to the present embodiment has been described as being bilaterally symmetric, it may not be bilaterally symmetric.

DESCRIPTION OF SYMBOLS 10 Car body front part structure 12 Front side member 14 Inner panel 14B Inner side wall 14C Upper wall 14D Lower wall 15 Bead part (position control part)
16 Outer panel (outer wall)
20 Outer spacer (first load transmission member)
22A Rear end portion 28 Power unit 28A Vehicle body front side end portion 30 Inner spacer (second load transmission member)
32 bent portion 40 inner spacer (second load transmission member)
50 Outer spacer (first load transmission member)

Claims (8)

A front side member disposed along the longitudinal direction of the vehicle body on the outer side in the vehicle width direction at the front of the vehicle body;
Provided on the outer wall side of the front side member so that the rear end portion is located on the rear side of the vehicle body with respect to the vehicle body front side end portion of the power unit arranged in the vehicle width direction of the front side member in plan view. A first load transmitting member;
A second load transmission member having anisotropy that is more easily deformed in the longitudinal direction of the vehicle body than in the vehicle width direction and provided in a portion facing the first load transmission member in the vehicle width direction in the front side member. When,
Body front structure with   The second load transmitting member is formed in a bellows shape in which a bent portion is arranged along the vertical direction of the vehicle body, and a vehicle body front side end portion and a vehicle body rear side end portion are respectively fixed to the inner surface of the outer wall. The vehicle body front part structure according to claim 1, wherein   The vehicle body front part structure according to claim 2, wherein the bent portion is not in contact with an inner surface of an inner wall of the front side member.   The vehicle body front part structure according to claim 3, wherein a position restricting portion that suppresses the folding of the bent portion in the longitudinal direction of the vehicle body is provided on the inner wall.   The second load transmission member is formed in a bellows shape in which a bent portion is arranged along the vehicle width direction, and a vehicle body front side end portion and a vehicle body rear side end portion are respectively fixed to the inner surface of the outer wall. The vehicle body front part structure according to claim 1, wherein   The vehicle body front structure according to claim 5, wherein the bent portion is not in contact with the inner surfaces of the upper wall and the lower wall of the front side member.   The vehicle body front part structure according to claim 1, wherein the second load transmission member is formed in a honeycomb shape in which a vehicle width direction is an axial direction.   The vehicle body front part structure according to any one of claims 1 to 7, wherein the first load transmission member is disposed to face the outer wall with a gap.