JP6609824B2 - Vehicle front structure - Google Patents

Description

  The present invention includes an instrument panel reinforcement installed so as to extend in the vehicle width direction inside an instrument panel of a vehicle, and is configured to receive a collision load applied to a front door at the time of a side collision by the instrument panel reinforcement. The present invention relates to a vehicle front structure.

  Japanese Patent Application Laid-Open Publication No. 2004-151561 describes a technique related to the vehicle front structure described above. As shown in FIG. 9, the vehicle front structure described in Patent Document 1 receives an impact load F (see white arrow) applied to the front portion of the front door 100 at the time of a side collision by an instrument panel reinforcement 105 extending in the vehicle width direction. It is configured to be.

JP 2010-137792 A

  In the vehicle front structure described above, as shown in FIG. 9, no crash box or the like that receives the collision load F is provided in the space of the front door 100. For this reason, the collision load F at the time of a side collision is applied to the instrument panel reinforcement 105 via the peripheral edge portion 102f of the inner panel 102 having a relatively high strength to which the door hinge 103 or the like is attached. However, since the peripheral portion 102f of the front door 100 (inner panel 102) and the instrument panel reinforcement 105 are displaced in the vehicle front-rear direction, the transmission efficiency of the collision load F between the front door 100 and the instrument panel reinforcement 105 is lowered.

  The present invention has been made to solve the above-mentioned problems, and the problem to be solved by the present invention is to make it possible to efficiently transmit the collision load applied to the front door at the time of a side collision to the instrument panel reinforcement. It is.

The above-described problems are solved by the inventions of the claims. The invention of claim 1 includes an instrument panel reinforcement installed so as to extend in the vehicle width direction inside the instrument panel of the vehicle, so that a collision load applied to the front door at the time of a side collision can be received by the instrument panel reinforcement. A front structure of a vehicle configured as described above, wherein the front door includes a first load receiving portion configured to be crushed in response to the collision load, and a second load receiving portion in a thickness direction of the front door. When the front door is closed, the first load receiving portion, the second load receiving portion, and the instrument panel reinforcement of the front door are at least partially in a side view of the vehicle. is configured to overlap, wherein the second load receiving section, when the first load receiving portion moves inward in the vehicle width direction upon receiving an impact load The guide portion is provided concave frustoconical guiding the first load receiving portion in the direction of the second load receiving section and coaxial.

According to the present invention, the front door includes the first load receiving portion and the second load receiving portion that are configured to be crushed by receiving a collision load, and are arranged side by side in the thickness direction of the front door. For this reason, the rigidity in the thickness direction of the front door is increased at the portion where the first load receiving portion and the second load receiving portion are arranged side by side. The first load receiving portion and the second load receiving portion are provided at a position at least partially overlapping with the instrument panel reinforcement in a side view of the vehicle with the front door closed. Thereby, the collision load applied to the front door at the time of a side collision is efficiently transmitted to the instrument panel reinforcement via the first load receiving portion and the second load receiving portion of the front door.
The second load receiving portion guides the first load receiving portion in a direction coaxial with the second load receiving portion when the first load receiving portion receives the collision load and moves inward in the vehicle width direction. A concave frustoconical guide portion is provided. For this reason, when receiving a collision load, a 1st load receiving part comes to contact | abut to a 2nd load receiving part reliably.

  According to the invention of claim 2, the first load receiving portion is attached to the back side of the outer panel constituting the design of the front door, and the second load receiving portion is attached to the inner panel of the front door. For this reason, a 1st load receiving part and a 2nd load receiving part can be easily arranged now in the thickness direction at a front door.

  According to the invention of claim 3, the opening is formed in the inner panel of the front door, and the second load receiving portion is provided on the lid member that closes the opening of the inner panel.

  According to the invention of claim 4, the second load receiving portion is made of resin, and is integrally formed with the lid member made of resin. For this reason, a 2nd load receiving part can be manufactured now at low cost.

According to the invention of claim 5 , the second load receiving portion is formed in a box shape, and the internal space of the second load receiving portion is partitioned by a plurality of partition wall portions extending in the vehicle width direction. For this reason, it becomes possible to improve the intensity | strength of a 2nd load receiving part to a predetermined value.

According to the invention of claim 6 , the first load receiving portion, the second load receiving portion, and the instrument panel reinforcement are held coaxially with the front door closed. For this reason, the transmission efficiency of the collision load between the front door and the instrument panel reinforcement is the best.

  According to the present invention, the collision load applied to the front door at the time of a side collision can be efficiently transmitted to the instrument panel reinforcement extending in the vehicle width direction.

It is the perspective view which looked at the vehicle provided with the front part structure concerning Embodiment 1 of the present invention from the right front. FIG. 2 is a perspective view showing an arrangement of instrument panel reinforcements and the like constituting the front structure of the vehicle (a perspective view in a state where a fender panel, an engine hood, and an instrument panel in FIG. 1 are removed). It is a plane sectional view of the right part in the front part structure of the vehicles. It is the model perspective view which looked at the right side part in the front part structure of the said vehicle from the vehicle interior. It is a perspective view showing the service hole of the inner panel of a front door in the right part of the front part structure of the said vehicle, and the service hole cover which block | closes the service hole. It is the side view which looked at the right side part in the front part structure of the said vehicle from the outside of the front door. It is a front view of the service hole cover. FIG. 8 is a cross-sectional plan view (a view taken along arrows VIII-VIII in FIG. 7) of a crash box unit formed integrally with the service hole cover. It is a plane sectional view showing the front part structure of the conventional vehicles.

[Embodiment 1]
Hereinafter, the vehicle front structure according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 8. The front structure of the vehicle according to the present embodiment relates to a load transmission structure at the time of a side collision of the passenger car 10. Here, the front, rear, left and right and the top and bottom shown in the figure correspond to the front, back, left and right and the top and bottom of the passenger car 10 (hereinafter referred to as the vehicle 10).

<Overview of the front structure of the vehicle 10>
As shown in FIGS. 1 and 2, door openings 13 that are opened and closed by a front door 30 are provided on both the left and right sides of the body of the vehicle 10. A front pillar 14, which is a front column of the vehicle interior R, is erected at the front end position of the door opening 13. In the front pillar 14, a pillar support portion 14 d (see FIG. 2) below the belt line BL of the front door 30 is covered with a fender panel 15. Between the left and right fender panels 15, an engine hood 17 configured to open and close an engine room ER (see FIG. 2) of the vehicle 10 is provided.

  As shown in FIG. 2, a dash panel 18 that partitions the engine room ER and the interior of the vehicle compartment R is provided between the pillar support portions 14d of the left and right front pillars 14 in a vertical wall shape extending in the vehicle width direction (left-right direction) It has been. Further, a rod-like instrument panel reinforcement 22 that extends in the vehicle width direction is provided behind the dash panel 18 between the pillar support portions 14 d of the left and right front pillars 14.

<Instrumental reinforcement 22>
The instrument panel reinforcement 22 is installed inside the instrument panel 20 (see FIG. 3) in front of the driver's seat on which instruments and operation switches are arranged, and is configured to support the instrument panel 20. The instrument panel reinforcement 22 is configured to receive the collision load F at the time of a side collision of the vehicle 10 so as to suppress the amount of the front door 30 entering the vehicle interior R. The instrument panel reinforcement 22 is composed of a straight pipe, and as shown in FIG. 3, both end portions thereof are fixed to the pillar support 14 d of the front pillar 14 by brackets 23.

<About the front door 30>
The front end of the front door 30 is connected to the pillar support 14d of the front pillar 14 by a pair of upper and lower door hinges (not shown) so as to be horizontally rotatable. As shown in FIG. 4 and the like, the front door 30 includes a door body portion 31 below the belt line BL and a window portion 32 above the belt line BL. A door mirror 33 is attached to the outside of the front end portion of the door main body 31 of the front door 30.

  As shown in FIG. 3, the door main body 31 of the front door 30 includes an outer panel 35 that forms a design surface of the front door 30 and an inner panel 36 that supports the outer panel 35. The outer panel 35 and the inner panel 36 are joined together from the front and back sides, and their peripheral portions are fixed. Thereby, a hollow part is formed inside the door main body part 31, and the window glass, the raising / lowering mechanism of a window glass, etc. are accommodated in the said hollow part. A slit-like opening (not shown) through which the window glass is passed is formed between the outer panel 35 and the inner panel 36 at the position of the belt line BL of the door body 31. Further, as shown in FIG. 3, a belt-like outer reinforcement 35 w extending along the belt line BL is provided on the upper inner side of the outer panel 35. As shown in FIGS. 4 and 5, the door mirror 33 is attached to the upper part of the outer panel 35 reinforced by the outer reinforcement 35 w.

  Further, as shown in FIGS. 3 and 4, a bulk 350 is attached to the outer reinforcement 35 w inside the outer panel 35 so as to protrude toward the inner panel 36. The bulk 350 is a member that transmits the collision load F applied to the front door 30 from the lateral direction to the instrument panel reinforcement 22, and is configured so that a part of the collision load F can be absorbed by being crushed. The bulk 350 has a substantially hat-shaped cross section, and is positioned at a position coaxial with the instrument panel reinforcement 22 with the front door 30 closed. The bulk 350 is configured by press-molding a plate material manufactured in a predetermined shape. As shown in FIGS. 3 and 4, the bulk 350 includes a load receiving portion 351, a vertical wall portion 353 provided around the load receiving portion 351, and a flange provided around the vertical wall portion 353. The section 355 has a substantially hat-shaped cross section. In the bulk 350, a flange portion 355 is fixed to the outer reinforcement 35w by welding or the like so that the load receiving portion 351 is perpendicular to the axis of the instrument panel reinforcement 22.

  As shown in FIG. 5, the inner panel 36 of the door main body 31 is formed with a service hole 36 h at the center in the height direction of the front part. The service hole 36h is an opening for attaching a door checker (not shown) connecting the front door 30 and the pillar support 14d of the front pillar 14. The service hole 36h is configured to allow the wire harness 45 for driving the motor of the door mirror 33 to pass therethrough. The service hole 36h of the inner panel 36 is configured to be closed by a service hole cover 40 as shown in FIGS. That is, the service hole 36h of the inner panel 36 corresponds to the opening of the inner panel in the present invention.

<About service hole cover 40>
The service hole cover 40 is a lid-like member that closes the service hole 36h, and the peripheral portion of the service hole cover 40 is connected to the opening edge of the service hole 36h in a detachable state by a clip or the like (not shown). As shown in FIGS. 5 and 7, the service hole cover 40 is formed with a rear end raised portion 41 at the rear end edge in the center position in the height direction. And the rear end protruding part 41 of the service hole cover 40 is opened at the rear, and the wire harness 45 of the door mirror 33 is passed through the opening part.

  A central ridge 44 extending in the height direction is formed at the center of the service hole cover 40 in the front-rear direction, and a crash box 430 is provided above the central ridge 44. The crash box 430 is a member that transmits the collision load F to the instrument panel reinforcement 22 together with the bulk 350, and is configured so that a part of the collision load F can be absorbed by being crushed. As shown in FIG. 3, the crash box 430 is provided coaxially with the instrument panel reinforcement 22 together with the bulk 350. The crash box 430 is formed in a rectangular box shape and is provided so as to protrude from the surface of the service hole cover 40. As shown in FIGS. 7 and 8, the internal space S of the crash box 430 is partitioned into a honeycomb structure by partition walls 431 extending in the vehicle width direction (door thickness direction). Thereby, the strength of the crash box 430 can be improved to a predetermined value.

  As shown in FIGS. 3 and 8, the crash box 430 is provided with a guide portion 435 so as to protrude from the back surface of the service hole cover 40 toward the bulk 350. The guide portion 435 is a portion that guides the bulk 350 in a direction coaxial with the crash box 430 when the bulk 350 receives the collision load F and moves inward in the vehicle width direction. As shown in FIG. 8, the guide part 435 is formed in a concave truncated cone shape that expands on the bulk 350 side. The crash box 430 is integrally formed with resin together with the service hole cover 40. The inner panel 36 to which the service hole cover 40 is attached is covered with a door trim 38 that is an interior material as shown in FIG.

  As described above, the front door 30 has the bulk 350 and the crash box 430 that are configured to be crushed in response to the collision load F, arranged side by side in the thickness direction of the front door 30. Therefore, the bulk 350 corresponds to the first load receiving portion of the present invention, and the crash box 430 corresponds to the second load receiving portion of the present invention.

<About the function of the front structure of the vehicle 10 according to the present embodiment>
As shown in FIG. 3, when the collision load F is applied to the front door 30 when the vehicle 10 collides with the right side surface, the outer panel 35 and the outer reinforcement 35w of the front door 30 are deformed, and the bulk 350 moves inward in the vehicle width direction. To do. At this time, the bulk 350 is guided by the guide portion 435 of the crash box 430 and guided in the same direction as the crash box 430. When the bulk 350 comes into contact with the crash box 430, the crash box 430 moves inward in the vehicle width direction together with the bulk 350 and comes into contact with the end surface of the instrument panel reinforcement 22. Thereby, the collision load F is transmitted to the instrument panel reinforcement 22 via the bulk 350 and the crash box 430 of the front door 30. That is, the collision load F is received by the bulk 350 of the front door 30, the crash box 430, and the instrument panel reinforcement 22. Furthermore, when the bulk 350 and the crash box 430 are crushed, a part of the collision load F is absorbed by the bulk 350 and the crash box 430. As a result, the amount of the front door 30 entering the vehicle interior at the time of a side collision can be suppressed.

<Advantages of the vehicle front structure according to this embodiment>
According to the vehicle front structure according to the present embodiment, the front door 30 has a bulk 350 (first load receiving portion) and a crash box 430 (second load receiving portion) configured to be crushed by receiving a collision load F. ) Are arranged side by side in the thickness direction of the front door 30. For this reason, the rigidity in the thickness direction of the front door is increased at the portion where the bulk 350 and the crash box 430 are arranged side by side. The bulk 350 and the crash box 430 are configured to at least partially overlap the instrument panel reinforcement 22 in a side view of the vehicle 10 with the front door 30 closed. For this reason, the collision load F is efficiently transmitted to the instrument panel reinforcement 22 via the bulk 350 of the front door 30 and the crash box 430.

  The bulk 350 is attached to the back side of the outer panel 35 that constitutes the design of the front door 30, and the crash box 430 is attached to the inner panel 36. For this reason, the bulk 350 and the crash box 430 can be easily arranged side by side in the thickness direction on the front door 30. The crash box 430 is made of resin and is integrally formed with the service hole cover 40 made of resin. For this reason, the crash box 430 can be manufactured at low cost. Furthermore, since the crush box 430 is provided with a guide portion 435 that guides the bulk 350 in the coaxial direction, the bulk 350 reliably comes into contact with the crush box 430 when the collision load F is received. . The crash box 430 is formed in a box shape, and the internal space S is partitioned by a plurality of partition wall portions 431 extending in the vehicle width direction. For this reason, the strength of the crash box 430 can be improved to a predetermined value.

<Example of change>
Here, the present invention is not limited to the above-described embodiment, and can be modified without departing from the gist of the present invention. For example, in the present embodiment, an example in which the bulk 350 of the front door 30 and the crash box 430 are positioned coaxially with the instrument panel reinforcement 22 is shown. However, the bulk 350, the crash box 430, and the instrument panel reinforcement 22 can be shifted in the front-rear direction in a state where they partially overlap in the side view of the vehicle 10. Thereby, the load transmission efficiency when the collision load F is applied to the front door 30 from an oblique direction is improved.

  In this embodiment, the service hole cover 40 and the crash box 430 are integrally formed of resin. However, a separate crash box 430 can be attached to the service hole cover 40. It is also possible to form the crash box 430 from a metal by casting. Further, in the present embodiment, an example in which the crash box 430 is provided in the service hole cover 40 has been described. However, a crash box may be provided in the inner panel 36 of the front door 30. Moreover, in this embodiment, the bulk 350 was press-molded and the example fixed to the outer reinforcement 35w by welding etc. was shown. However, it is also possible to form the bulk 350 into a shape having a plurality of partition walls by using a resin and to bolt the outer reinforcement 35w to the outer reinforcement 35w.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 20 ... Instrument panel 22 ... Instrument panel reinforcement 30 ... Front door 35 ... Outer panel 36 ... Inner panel 36h ... Service hall (opening)
40 ... Service hole cover (lid member)
350 ・ ・ Bulk (first load receiving part)
430 ... Crash box (second load receiving part)
431 ・ ・ Partition wall 435 ・ ・ Guide F ・ ・ ・ ・ Collision load

Claims (6)

A front portion of a vehicle having an instrument panel reinforcement installed so as to extend in the vehicle width direction inside the instrument panel of the vehicle and configured to receive a collision load applied to the front door at the time of a side collision by the instrument panel reinforcement. Structure,
In the front door, a first load receiving portion configured to be crushed by receiving the collision load, and a second load receiving portion are arranged side by side in the thickness direction of the front door,
In the state where the front door is closed, the first load receiving portion, the second load receiving portion and the instrument panel reinforcement of the front door are configured to overlap at least partially in a side view of the vehicle ,
The second load receiving portion guides the first load receiving portion in a direction coaxial with the second load receiving portion when the first load receiving portion receives a collision load and moves inward in the vehicle width direction. A vehicle front structure provided with a concave frustoconical guide . A vehicle front structure according to claim 1,
The first load receiving portion is attached to the back side of the outer panel constituting the design of the front door,
The second load receiving portion is a vehicle front structure attached to an inner panel of the front door. A vehicle front structure according to claim 2,
An opening is formed in the inner panel of the front door,
The second load receiving portion is a vehicle front structure provided on a lid member that closes an opening of the inner panel. A vehicle front structure according to claim 3,
The front load structure of the vehicle, wherein the second load receiving portion is made of resin and is integrally formed with the lid member made of resin. A vehicle front structure according to any one of claims 1 to 4, wherein
The second load receiving portion is formed in a box shape,
A vehicle front structure in which an internal space of the second load receiving portion is partitioned by a plurality of partition walls extending in a vehicle width direction . A vehicle front structure according to any one of claims 1 to 5,
A vehicle front structure in which the first load receiving portion, the second load receiving portion, and the instrument panel reinforcement are held coaxially in a state where the front door is closed .

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