JP2021030873A - Front part structure for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front structure of a vehicle capable of absorbing collision energy even when a small overlap collision occurs. A front structure of a vehicle C includes a pair of side shells 2, a front end cross 4, and a reinforcement 6. The side shells 2 are arranged side by side in the vehicle width direction P of the vehicle C and extend in the front-rear direction Q of the vehicle C. The front end cross 4 extends in the vehicle width direction P of the vehicle C and connects a pair of side shells 2. The outermost surface of the reinforcement 6 is arranged at the front end of the side shell 2 on the outer side of the side shell 2 in the vehicle width direction P. The front end cross 4 extends from the side shell 2 to the outside of the vehicle width direction P, and reinforces at the first joint portion 10 located outside the vehicle width direction P from the end of the side shell 2 outside the vehicle width direction P. It has a connecting portion 4c joined to 6. [Selection diagram] Fig. 1

Description

The present invention relates to the front structure of a vehicle.

Conventionally, as a form of a frontal collision of a vehicle, a form of a small overlap collision that occurs outside the front side member in the vehicle width direction is known. Further, a front structure of a vehicle for dealing with a small overlap collision is known (for example, Patent Document 1).

In the front structure of the vehicle of Patent Document 1, a projecting portion protruding outward in the vehicle width direction from the front side member is provided. The outer side surface of the projecting portion in the vehicle width direction is formed so as to incline inward in the vehicle width direction toward the rear of the vehicle body in a plan view. The front end of the projecting portion is arranged at the same position or on the rear side of the connecting portion between the crash box and the front side member in the front-rear direction of the vehicle. As a result, when a small overlap collision occurs, the collision energy applied to the front end is transmitted to the front side member. The front side member receives collision energy and bends inward in the vehicle width direction to come into contact with a power train such as an engine or a transmission mounted on the vehicle. As a result, the collision energy is absorbed.

Japanese Unexamined Patent Publication No. 2016-120910

However, in the front structure of the vehicle of Patent Document 1, the fixed point between the projecting portion and the front side member is not disclosed. Therefore, depending on the location of the fixed point, sufficient collision energy may not be transmitted from the projecting portion to the front side member. As a result, the front side member may not break and the collision energy may not be absorbed.

An object of the present invention is to provide a front structure of a vehicle capable of absorbing collision energy even when a small overlap collision occurs.

The front structure of the vehicle according to the present invention includes a pair of first skeleton members, a second skeleton member, and a widening member. The first skeleton members are arranged side by side in the vehicle width direction of the vehicle and extend in the front-rear direction of the vehicle. The second skeleton member extends in the vehicle width direction of the vehicle and connects the pair of first skeleton members. The outermost surface of the widening member is arranged at the front end of the first skeleton member on the outer side of the first skeleton member in the vehicle width direction. The second skeleton member extends to the outside in the vehicle width direction from the first skeleton member, and is joined to the widening member at a joint portion located outside the vehicle width direction from the end portion outside the vehicle width direction of the first skeleton member. Has a connection.

According to this front structure, the connection portion is provided on the outer side in the vehicle width direction with respect to the outer end portion in the vehicle width direction of the first skeleton member. As a result, when the vehicle collides with a small overlap, the widening member easily receives the collision energy and rotates inward in the vehicle width direction. When the widening member rotates in the vehicle width direction, the first skeleton member receives collision energy from the contact point between the first skeleton member and the widening member toward the inside in the vehicle width direction. As a result, the first skeleton member easily absorbs the collision energy while bending inward in the vehicle width direction. As a result, it is possible to provide a vehicle front structure capable of absorbing collision energy even in a small overlap collision.

The widening member may have an upper surface and a lower surface. The connecting portion may have a first extending portion extending in the vehicle width direction and a second extending portion extending from the first extending portion to one side in the vehicle vertical direction. The first extending portion may be connected to either the upper surface or the lower surface, and the second extending portion may be connected to either the upper surface or the lower surface.

According to this configuration, since the upper surface and the lower surface of the widening member are connected, the rigidity of the widening member is improved. As a result, it is possible to prevent the widening member from being crushed in the vertical direction in the event of a small overlap collision. That is, when the widening member is crushed in the vertical direction, the collision energy is absorbed and the force for rotating the widening member is weakened. If the rotating force of the widening member becomes weak, the widening member does not rotate sufficiently. According to this configuration, the rigidity of the widening member is improved, so that it is possible to prevent the widening member from rotating sufficiently. As a result, the collision energy can be reliably transmitted by the first member.

The second extending portion may extend in the front-rear direction of the vehicle and may enter from the outside to the inside in the vehicle width direction toward the rear of the vehicle.

According to this configuration, the second extending portion is easy to rotate while suppressing deformation in the vertical direction.

The joint portion may extend in the front-rear direction of the vehicle and may enter from the outside to the inside in the vehicle width direction toward the rear of the vehicle.

According to this configuration, the widening member tends to rotate when a small overlap collision occurs while maintaining the joint strength between the widening member and the second skeleton member depending on the joint portion.

The front end portion of the first skeleton member may be provided so as to be separated from the front end portion of the second skeleton member toward the rear side of the vehicle. The front end portion of the widening member may be provided so as to be separated from the front end portion of the first skeleton member toward the front side of the vehicle.

According to this configuration, when a small overlap collision occurs, the widening member and the second skeleton member first receive collision energy. This makes it easier for the widening member to rotate.

The front end portion of the joint portion may be provided in front of the vehicle with respect to the front end portion of the first skeleton member.

According to this configuration, when a small overlap collision occurs, the collision energy is easily transmitted to the first skeleton member through the joint portion.

The front structure of the vehicle may further comprise a pair of front side members. The first skeleton member, the second skeleton member, and the widening member may be arranged below the pair of front side members. The widening member may protrude outward in the vehicle width direction from the front side member.

According to this configuration, when a small overlap collision occurs, the collision energy can be absorbed from the first skeleton member by the widening member in addition to the pair of front side members. This makes it easier to absorb the collision energy even when a small overlap collision occurs at a higher speed.

According to the present invention, it is possible to provide a front structure of a vehicle capable of absorbing collision energy even when a small overlap collision occurs.

Top view of the front structure of the vehicle according to the embodiment of the present invention. A side view of the front structure of a vehicle according to an embodiment of the present invention. The figure for showing the structure of the 1st member, the 2nd member, and the 3rd member in one Embodiment of this invention. An enlarged view of the joint portion of the first member, the second member, and the third member in FIG. 1. FIG. 4 is a sectional view taken along the line AA in FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following specification, the front-rear direction of the vehicle C is referred to as Q in the drawing, and the front side is referred to as F. Further, the vehicle width direction (horizontal direction) is indicated by P in the drawing, and the right side of the vehicle C when viewed from the front is indicated by R. Further, the vertical direction G of the vehicle is described in the drawing, and the upper side is described as U.

As shown in FIGS. 1 and 2, the front structure 1 of the vehicle C includes a pair of side shells (an example of a pair of first skeleton members) 2 and a front end cloth (an example of a second skeleton member) 4. A reinforcement (an example of a widening member) 6 and a pair of front side members 8 are provided.

The pair of side shells 2 are arranged side by side in the vehicle width direction P of the vehicle C. Further, the pair of side shells 2 extend in the front-rear direction Q of the vehicle C, and enter from the outside to the inside in the vehicle width direction P toward the rear of the vehicle. As shown in FIG. 3, the pair of side shells 2 are composed of a side shell upper 2a and a side shell lower 2b, which are metal plate-shaped members, respectively. The pair of side shells 2 are formed into a hollow shape by welding the side shell upper 2a and the side shell lower 2b, respectively. Further, as shown in FIG. 1, a center shell (an example of a third skeleton member) 2c connecting each side shell 2 is joined to the rear of the vehicle of the side shell 2. A lower arm (not shown) constituting the suspension mechanism is attached to each side shell 2 via a bush. Further, a steering gear or the like constituting a steering mechanism is attached to the center shell 2c.

The front end cross 4 extends in the vehicle width direction P of the vehicle C and connects a pair of side shells 2. As shown in FIG. 3, the front end cross 4 is composed of a front end cross upper (an example of an upper member) 4a and a pair of front end cross lowers (an example of a lower member) 4b. The front end cross 4 is formed by welding a front end cross upper 4a and a pair of front end cross lowers 4b.

The front end cross upper 4a is a member obtained by press-molding a metal plate-shaped member, and connects the left and right side shells 2 in the vehicle width direction P and the reinforcement 6. The pair of front end cross lowers 4b are members obtained by press-molding a metal plate-shaped member, and are provided on the left and right sides of the vehicle C, respectively. The pair of front end cross lowers 4b has a connecting portion 4c. The connecting portion 4c includes a first extending portion 4h extending from the bottom surface 4d of the front end cross lower 4b (a portion overlapping the side shell in the vertical direction G: see FIG. 5) to the outside in the vehicle width direction from the side shell 2, and a first. A second extending portion 4f erected from the outer end portion of the extending portion 4h in the vehicle width direction toward the upper U in the vertical direction G, and a second extending portion 4f provided along the second extending portion 4f in the vehicle width direction P. Includes 4 g of extending flange.

As shown in FIG. 1, the reinforcement 6 is arranged outside the side shell 2 and the front end cross 4 in the vehicle width direction P. As shown in FIG. 3, the reinforcement 6 is a member formed by molding a metal plate-shaped member into a shape having a C-shaped cross section that opens toward the side shell 2 and the front end cloth 4. The reinforcement 6 has an upper surface 6a and a lower surface 6b, and the upper surface 6a and the lower surface 6b are connected to the side surface 6c. The side surface 6c is the outermost surface of the reinforcement 6 arranged outside the side shell 2 in the vehicle width direction P.

Next, the arrangement and joining position of the pair of side shells 2, the front end cloth 4, and the reinforcement 6 will be described with reference to FIGS. 4 and 5. FIG. 4 is an enlarged view of the joint portion of the pair of side shells 2, the front end cloth 4, and the reinforcement 6 in FIG.

As shown in FIG. 4, the reinforcement 6 is joined to the front end cloth 4 by the first joint portion 10 (joint portion within the scope of claims), and is joined to the side shell 2 from the outside in the vehicle width direction P. Contact. More specifically, as shown in FIG. 5, the reinforcement 6 is joined to the front end cross lower 4b by the upper surface 6a and the lower surface 6b. That is, the first joint portion 10 is a welded portion between the flange 4g provided at the upper end of the second extending portion 4f and the upper surface 6a. Further, the outer end portion of the first extending portion 4h in the vehicle width direction and the lower surface 6b are also joined by welding. In the vicinity of the first joint portion 10, the upper surface 6a and the flange 4g overlap each other, and the rigidity is high with respect to the periphery thereof. The rigidity of the reinforcement 6 is improved by locating the high-rigidity portion on the outer side in the vehicle width direction with respect to the end portion 6f on the inner side in the vehicle width direction of the reinforcement 6. Further, the connecting portion 4c connects the upper surface 6a and the lower surface 6b of the reinforcement 6. As a result, the rigidity of the reinforcement 6 in the vertical direction G is increased.

As shown in FIG. 4, the side surface 6c of the reinforcement 6 is provided so as to extend in the front-rear direction Q of the vehicle C and then be inclined toward the outer surface 2d of the side shell 2 in the vehicle width direction P. That is, on the side surface 6c, the outer end portion 6e in the vehicle width direction P extends from the front to the rear in the front-rear direction of the vehicle C, and from there, the vehicle is directed toward the outer surface 2d in the vehicle width direction P of the side shell 2. It enters the vehicle width direction P toward the rear, and finally comes into contact with the outer surface 2d of the side shell 2 in the vehicle width direction P.

The first joint portion 10 is provided outside the vehicle width direction P with respect to the vehicle width direction outer surface 2d of the side shell 2. The first joint portion 10 extends toward the rear of the vehicle C in the front-rear direction Q, and enters from the outside to the inside of the vehicle width direction P toward the rear of the vehicle. That is, a through hole 6d is provided along the extending direction of the flange 4g at a position corresponding to the flange 4g of the front end cross lower 4b of the upper surface 6a of the reinforcement 6, and the upper surface of the reinforcement 6 is provided at the position of the through hole 6d. 6a and the flange 4g of the front end cross lower 4b are joined. The flange 4g is provided along the second extending portion 4f. The second extending portion 4f extends from the front end portion 4e of the front end cross lower 4b to the rear of the vehicle C in the front-rear direction Q, and enters from the outside to the inside of the vehicle width direction P toward the rear of the vehicle. The through hole 6d is provided at a position corresponding to the flange 4g along the second extending portion 4f. The first joint portion 10 is formed by welding the upper surface 6a of the reinforcement 6 and the flange 4g of the front end cross lower 4b along the through hole 6d (see the hatching of 10 in FIG. 4). As a result, when a small overlap collision occurs, the collision load from the front of the vehicle input to the reinforcement 6 is the side shell in the diagonal direction toward the inside of the vehicle width direction P along the inclination of the first joint portion 10. It is transmitted to 2, and the side shell 2 is easily broken inward in the vehicle width direction P.

As shown in the cross-sectional view of FIG. 5, the second extending portion 4f of the connecting portion 4c has a gap outward in the vehicle width direction from the first extending portion 4h having an end portion on the outer side in the vehicle width direction of the front end cross upper 4a. It is provided so as to be separated by S. As shown in FIG. 4, the second extending portion 4f enters from the outside to the inside in the vehicle width direction P toward the rear of the vehicle, and finally comes into contact with the surface 2d on the outside in the vehicle width direction of the side shell 2. That is, the second extending portion 4f is inclined so as to approach the outer surface 2d of the side shell 2 in the vehicle width direction P toward the rear of the vehicle. As a result, the collision load transmitted by the second extending portion 4f is easily transmitted to the side shell 2 in the diagonal direction toward the inside of the vehicle width direction P, and the side shell 2 is easily broken inward in the vehicle width direction P. Become.

The inner end portion 6f of the reinforcement 6 in the vehicle width direction is joined to the front end cross upper 4a at the second joint portion 12. As shown in FIG. 4, the inner end portion 6f of the reinforcement 6 in the vehicle width direction and the first extending portion 4h outside the vehicle width direction P of the front end cross upper 4a are from the front end portion 4e to the vehicle C. It extends rearward in the front-rear direction Q and enters from the outside to the inside in the vehicle width direction P toward the rear of the vehicle. Then, the side shell 2 extends in substantially the same direction as the outer surface 2d in the vehicle width direction and comes into contact with the side shell 2. The second joint portion 12 is a portion where the inner end portion 6f of the reinforcement 6 in the vehicle width direction and the first extending portion 4h outside the vehicle width direction P of the front end cross upper 4a are welded (FIG. 6). See 12 hatches in 4). Therefore, the second joint portion 12 extends in the front-rear direction Q of the vehicle C and enters from the outside to the inside in the vehicle width direction P toward the rear of the vehicle. The angle W2 formed by the side surface 6c of the reinforcement 6 and the line parallel to the vehicle width direction P, the angle W1 formed by the second extending portion 4f of the front end cross lower and the line parallel to the vehicle width direction P. , The angle W2 is larger than the angle W1. As a result, the collision energy received by the reinforcement 6 is easily transmitted to the inside of the vehicle width direction P. As a result, the side shell 2 tends to break inward in the vehicle width direction P.

As shown in FIG. 4, the front end portion 2e of the side shell 2 is provided so as to be separated from the front end portion 4e of the front end cross 4 and the front end portion of the reinforcement 6 toward the rear side of the vehicle. Further, the second joint portion 12 is provided in front of the vehicle from the front end portion 2e of the side shell 2. By arranging the front end portion 2e of the side shell 2 behind the front end portion of the reinforcement 6 in this way, the collision load immediately after the small overlap collision occurs becomes the reinforcement 6 more than the side shell 2. concentrate. As a result, the load in the diagonal direction toward the inside of the vehicle width direction P is easily transmitted to the side shell 2 via the reinforcement 6, and the side shell 2 is easily bent inward in the vehicle width direction P. At this time, by locating the front end of the first joint portion 10 in front of the vehicle from the side shell 2, the collision load immediately after the small overlap collision is applied to the side shell 2 via the first joint portion 10 in the vehicle width direction P. It can be transmitted diagonally toward the inside of. The front end cloth 4 is covered from above the side shell 2 along the mating portion 2f. The front end cloth 4 is welded to the side shell 2 along the mating portion 2f to form a third joint portion 13.

As described above, in the present embodiment, the pair of side shells 2, the center shell 2c, the front end cross 4, and the reinforcement 6 are joined to form a grid-shaped subframe 14 (see FIG. 1). As described above, the subframe 14 holds a part of the suspension mechanism, a part of the steering mechanism, and the like.

As shown in FIG. 2, the front side member 8 is arranged above the side shell 2, the front end cross 4, and the reinforcement 6. The front side member 8 is a member that extends in the front-rear direction Q of the vehicle C and becomes a body skeleton. The front side member 8 is connected to the subframe 14 by a connecting member 8b extending in the vertical direction from the front end portion 8a of the front side member 8. Further, the front side member 8 is connected to the rear of the subframe 14 via a member such as a bush 14a.

As shown in FIG. 1, the reinforcement 6 projects from the front side member 8 to the outside in the vehicle width direction. In the present embodiment, the front end portion 8a of the pair of front side members 8 is provided with a projecting portion 8c on the outer side in the vehicle width direction. However, the position 8d of the outer end portion of the projecting portion 8c in the vehicle width direction is located inside the vehicle width direction of the outer end portion 6e of the reinforcement 6 in the vehicle width direction. That is, when a small offset collision occurs, the reinforcement 6 receives more collision energy.

As shown in FIGS. 1 and 2, a power train PW is arranged in the space between the subframe 14 and the pair of front side members 8.

In the front structure 1 of the vehicle C configured in this way, when a small overlap collision occurs, the front end cross 4 and the reinforcement 6 first receive collision energy. After that, the collision energy is transmitted to the side shell 2 via the front end cross 4 and the reinforcement 6. At this time, the collision load acts in the direction of folding the side shell 2 inward in the vehicle width direction, and the side shell 2 bends. When the side shell 2 is bent, the side shell 2 comes into contact with the power train PW and the collision energy is absorbed. As a result, the amount of collapse of the cabin can be suppressed. Further, with this structure, the protruding portion 8c of the front side member 8 can be made smaller or abolished, which creates a space, so that the degree of freedom in the shape of the headlamp can be increased and the design can be improved.

As described above, according to the present invention, it is possible to provide the front structure 1 of the vehicle C that can absorb the collision energy even when a small overlap collision occurs.

<Other Embodiments>
Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the gist of the invention. In particular, the plurality of embodiments and modifications described herein can be arbitrarily combined as required.

(A) In the above embodiment, the front structure 1 of the vehicle used for the subframe 14 has been described, but the present invention is not limited thereto. The front structure 1 of the vehicle of the present invention may be used as the front structure of the front side member 8.

(B) In the above embodiment, the first joint portion 10, the second joint portion 12, and the third joint portion 13 have been described, but the location of the joint portion is not limited to the first joint portion 10 to the third joint portion 13. .. In addition to the first joint portion 10 to the third joint portion 13, a joint portion may be additionally provided. Further, the front end cross 4 may be divided into a plurality of parts not only in the vertical direction but also in the vehicle width direction.

1: Front structure, 2: Side shell (first skeleton member), 2d: Surface 2e: Front end, 4: Front end cloth (second skeleton member)
4c: Connection part, 4e: Front end part of front end cloth 4h: First extending part, 4f: Second extending part 6: Reinforce (widening member), 6a: Upper surface, 6b: Lower surface 6e: Reinforce car Width direction outer end, 6f: Reinforce inner end in vehicle width direction 8: Front side member, 8a: Front end 10: First joint, 12: Second joint C: Vehicle, P: Vehicle width, Q: front-back direction, G: up-down direction

Claims (7)

A pair of first skeleton members arranged side by side in the vehicle width direction and extending in the front-rear direction of the vehicle,
A second skeleton member that extends in the vehicle width direction of the vehicle and connects the pair of first skeleton members.
A widening member whose outermost surface is arranged on the outer side of the first skeleton member in the vehicle width direction at the front end portion of the first skeleton member.
With
The second skeleton member extends to the outside in the vehicle width direction from the first skeleton member, and becomes the widening member at a joint located outside the vehicle width direction from the end portion of the first skeleton member outside in the vehicle width direction. Has a connection to be joined,
The front structure of the vehicle. The widening member has an upper surface and a lower surface, and has an upper surface and a lower surface.
The connecting portion has a first extending portion extending in the vehicle width direction and a second extending portion extending from the first extending portion to one side in the vehicle vertical direction, and the first extending portion is the said. It is connected to either the upper surface or the lower surface, and the second extending portion is connected to either the upper surface or the lower surface.
The front structure of the vehicle according to claim 1. The second extending portion extends in the front-rear direction of the vehicle and enters from the outside to the inside in the vehicle width direction toward the rear of the vehicle.
The front structure of the vehicle according to claim 2. The joint portion extends in the front-rear direction of the vehicle and enters from the outside to the inside in the vehicle width direction toward the rear of the vehicle.
The front structure of the vehicle according to any one of claims 1 to 3. The front end portion of the first skeleton member is provided so as to be separated from the front end portion of the second skeleton member toward the rear side of the vehicle, and the front end portion of the widening member is from the front end portion of the first skeleton member to the front side of the vehicle. Separately provided,
The front structure of the vehicle according to any one of claims 1 to 4. The front end portion of the joint portion is provided in front of the vehicle with respect to the front end portion of the first skeleton member.
The front structure of the vehicle according to claim 5. With a pair of front side members,
The first skeleton member, the second skeleton member, and the widening member are arranged below the pair of front side members, and the widening member projects outward from the front side member in the vehicle width direction.
The front structure of the vehicle according to any one of claims 1 to 6.