JP6102478B2 - Vehicle front structure - Google Patents

Description

  The present invention relates to a vehicle front structure that includes a vertical member that extends in a vertical direction in a vehicle front portion and a structural member that has a front end joined to the back surface of the vertical member and extends rearward of the vehicle.

  In the collision between the vehicle body and the collision body, when the collision body is a pedestrian, a load from the vehicle body is applied to the legs of the pedestrian. In particular, since hard members are provided inside the front portion of the vehicle, a load is applied to the pedestrian from these members. When the legs of the pedestrian, particularly the shin below the knee, are swung in the front-rear direction due to this load, there has been a problem that the change in the angle of the knee increases and the load on the knee increases.

  Therefore, for example, Patent Document 1 discloses a vehicle body front structure having a movable bumper that is movable to a storage position that covers the front of the bumper reinforcement and an operation position that is disposed below the storage position and projects forward from the bumper reinforcement. Has been. According to the vehicle body front part structure described in Patent Document 1, the movable bumper moved to the operating position abuts on the lower part of the collision body, so that the load can be absorbed, and between the upper part and the lower part of the collision body. It is said that it is possible to suppress the bending that occurs in

JP 2005-132258 A

  However, in the vehicle body front structure described in Patent Document 1, the position of the movable bumper is determined based on the vehicle speed data, and the movable bumper is in the storage position when the vehicle speed is low or high, and in the case of medium speed. Is in the operating position. Therefore, when the vehicle speed is low or high, the pedestrian as the collision body collides with the vehicle body as in the conventional case, and the bending generated between the upper portion and the lower portion cannot be suppressed.

  In view of such a problem, the present invention provides a vehicle front structure that can suppress the bending of a leg of a pedestrian, particularly a pedestrian, at the time of a collision and can reduce the load on the pedestrian. Objective.

  In order to solve the above problems, a typical configuration of a vehicle front structure according to the present invention includes a vertical member extending in the vertical direction in the vehicle front portion, and a structural member having a front end joined to the back of the vertical member and extending rearward of the vehicle. A vehicle front structure, further comprising an upper absorber and a lower absorber respectively disposed in front of the upper and lower ends of the vertical member, and a lateral member disposed behind the vertical member, and a load from the front When the upper absorber and the lower absorber are deformed by receiving and the upper part and the lower part of the vertical member are bent backward, the front end of the vertical member at the joint and the deformation are deformed. The transverse member supports a portion above the longitudinal member after being bent so that the rear upper absorber and the front end of the lower absorber are in the same position in the vehicle longitudinal direction.

According to the said structure, when a load is loaded, in a vertical member, the site | part above and the lower site | part from a junction location with a structural member can bend back. Therefore, the upper absorber and the lower absorber (hereinafter referred to as the absorber when referring to both of them) that absorb the load by deformation can be maximally deformed, that is, crushed to the maximum. Therefore, it is possible to maximize the load absorbing performance of the absorber. Also by absorber bends both longitudinal member when fully deformed, it is possible to obtain a further load absorbing effect.

  Furthermore, since the front end of the absorber after deformation and the joint portion of the vertical member with the structural member are in the same position in the vehicle front-rear direction, it is possible to receive the pedestrian's legs linearly. Therefore, it is possible to suppress the bending of the leg of the pedestrian, and particularly to reduce the load on the pedestrian's knee.

  The said horizontal member is good to be connected with the front pillar which comprises the front side of the front part door opening of a vehicle. As a result, the load at the time of collision can be received by the entire vehicle through the front pillar.

  The lower absorber is a radiator support member that is disposed below the structural member and extends in the vehicle width direction to support the radiator, and the lateral member is a cowl side member that is joined to the structural member and constitutes a side surface of the engine room. Good. By using the radiator support member as a lower absorber as in this configuration, the above-described effects can be obtained while suppressing an increase in the number of parts. Of the radiator support member and the cowl side member, one may be joined to the vertical member from the outside and the other from the inside. Thereby, it becomes possible to prevent the vertical member from being twisted when a load is applied, and to enhance the load absorption performance.

  The vehicle front structure may further include an L-shaped reinforcement provided at a joint portion between the structural member and the vertical member and bent so as to straddle them. As a result, by adjusting the thickness of the reinforcement and the angle of bending, it is possible to adjust the degree of bending at the upper part and the lower part from the joint part of the vertical member with the structural member.

  The front end of the structural member may be located below the average adult male knee that is upright. Thereby, in the leg part of a pedestrian, the part below the knee is received by the joint portion of the vertical member with the structural member and the lower absorber, and the vicinity of the knee is received by the upper absorber. Therefore, it is possible to suitably obtain the effects described above.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle front part structure which can suppress the bending | flexion of the leg part of a pedestrian at the time of a collision, especially a pedestrian, and can reduce the load to a pedestrian can be provided.

It is a perspective view of the vehicle front part structure concerning this embodiment. It is the side view which observed the vehicle front part structure of FIG. 1 from the left side. It is AA sectional drawing of FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a perspective view of a vehicle front structure 100 according to the present embodiment. FIG. 2 is a side view of the vehicle front structure 100 of FIG. 1 observed from the left side. FIG. 2A shows a state before the collision with the collision body 190, and FIG. The state at the time of collision with the body 190 is illustrated. In FIG. 2, an adult male leg model is illustrated as the collision body 190.

  As shown in FIG. 1, in the vehicle front structure 100 according to the present embodiment, bumper braces 110a and 110b are arranged on the left and right as vertical members extending in the vertical direction at the vehicle front. The front ends of side members 120a and 120b, which are structural members extending rearward of the vehicle, are joined to the rear surfaces of the bumper braces 110a and 110b in the middle in the vertical direction.

  Further, cowl side members 130a and 130b, which are lateral members extending rearward of the vehicle behind the bumper braces 110a and 110b, are joined to the rear surfaces of the bumper braces 110a and 110b above the side members 120a and 120b. The cowl side members 130a and 130b are members constituting the side surface of an engine room (not shown). Further, a radiator support member 140 that is disposed below the side members 120a and 120b as structural members and extends in the vehicle width direction and supports a radiator (not shown) is joined to the lower ends of the bumper braces 110a and 110b. In addition, since the vehicle front part structure 100 of this embodiment has a left-right symmetric structure, it demonstrates below exemplifying the structure of the left side, ie, the bumper brace 110a side.

  As a feature of the present embodiment, an upper absorber and a lower absorber are respectively arranged in front of the upper and lower ends of the bumper brace 110a that is a vertical member. Specifically, in the present embodiment, as shown in FIG. 1, a hat-shaped upper absorber 180 that protrudes forward is provided near the upper end of the bumper brace 110a. Further, in the vicinity of the lower end of the bumper brace 110a, the radiator support member 140 disposed there functions as a lower absorber.

  With the above configuration, as shown in FIG. 2A, the knee 192 is received by the upper absorber 180 and the shin portion 194 is received by the radiator support member 140 that is a lower absorber at the time of collision with the collision body 190. The upper absorber 180 and the rib 142 of the radiator support member 140, which is the lower absorber, are deformed while being crushed rearward while absorbing the load from the front during the collision. At this time, the upper absorber 180 and the rib 142 of the radiator support member 140 are completely crushed, that is, completely deformed, and the bumper brace 110a has a portion above the joint portion with the side member 120a (hereinafter referred to as the joint portion 112) and The lower part (hereinafter referred to as the upper part and the lower part) bends as indicated by the one-dot chain line shown in FIG.

  Here, if the bumper brace 110a is joined to a strong structural member such as the side member 120a in all the upper and lower parts, the upper and lower parts cannot be bent (become). Becomes stretched and receives reaction force. For this reason, the absorber cannot be crushed, and the load absorption performance by the absorber cannot be obtained sufficiently. On the other hand, the upper and lower portions of the bumper brace 110a can be bent as in the present embodiment, that is, the upper and lower portions of the bumper brace 110a have a bending allowance, so that the absorber remains uncrushed. Therefore, the load absorption performance can be maximized. Further, since the bumper brace 110a can be bent, a degree of freedom can be given to the deformation of the bumper brace 110a, so that it is possible to cope with an irregular load, and thus various collision behaviors.

  Further, as described above, as described above, the upper part of the bumper brace 110a that is bent by the load from the front is the front end of the bumper brace 110a that is a vertical member at the joint 112 as shown in FIG. And the front end position 180a after deformation of the upper absorber 180 and the front end position 140a after deformation of the radiator support member 140, which is a lower absorber, are positioned by the cowl side member 130a, which is a horizontal member, so that they are at the same position in the vehicle longitudinal direction. Supported. As a result, the joint location 112, the front end position 180a of the upper absorber 180 after deformation, and the front end position 140a of the radiator support member 140 after deformation are the same as shown by a broken line in the longitudinal direction of the vehicle as shown in FIG. It will be located on a straight line. Thereby, a leg part (impact body 190) of a pedestrian is received linearly in a vehicle front part. Therefore, the pedestal of the pedestrian (the shin 194 of the collision body 190) is prevented from being swung in the front-rear direction, and bending of the leg of the pedestrian, that is, a change in the angle of the knee can be suppressed. Therefore, it becomes possible to reduce the load on a pedestrian's knee.

  In order to enhance the effect described above, one of the radiator support member 140 functioning as a lower absorber and the cowl side member 130a as a lateral member is joined to the bumper brace 110a from the outside, and the other is joined to the bumper brace 110a. On the other hand, it is good to join from the inside. As a result, the bumper brace 110a can be prevented from being twisted by a load, and the above-described load absorption performance can be obtained more stably.

  2 (a) and 2 (b), the front end of the side member 120a, which is a structural member, is below the average adult male knee (the knee 192 of the collision body 190) in the vertical direction. It is good to arrange so that it may be located in. Thereby, in the collision body 190 (leg part), the shin part 194 below the knee part 192 is connected to the side member 120a in the bumper brace 110a and the radiator support member 140 which is a lower absorber. Since it is received by the absorber 180, the above-described effects can be suitably obtained.

  Further, in the present embodiment, as shown in FIG. 1, a cowl side member 130a, which is a horizontal member, is connected to a front door opening (not fixed) of a vehicle via a lamp support member 150 and a dash side panel 160 disposed above the member. It is connected to a front pillar 170 constituting the front side of the figure. Thus, when a large load (overload) is applied to the absorber or the bumper brace 110a, the load can be received by the front pillar 170 and the entire vehicle. Moreover, it becomes possible to improve the intensity | strength of the vehicle front part structure 100 whole by increasing the junction location of members.

  In the present embodiment, the cowl side member 130a is illustrated as being indirectly coupled to the front pillar 170 via the lamp support member 150 and the dash side panel 160, but is not limited thereto. The cowl side member 130a may be coupled to the front pillar 170 via a member other than the lamp support member 150 and the dash side panel 160, or directly coupled to the front pillar 170 without any other member. May be.

  3 is a cross-sectional view taken along the line AA in FIG. As shown in FIG. 3, in this embodiment, an L-shaped reinforcement 182 that is bent so as to straddle the bumper brace 110a and the side member 120a is provided. In this way, by providing the reinforcement 182 at the joint 112 (see FIG. 1) that is the starting point of the upper and lower deflections of the bumper brace 110a, the thickness of the reinforcement 182 and the angle of bending are adjusted. The bending degree of the upper part and the lower part of the brace 110a can be adjusted, and excessive bending thereof can be prevented.

  As described above, according to the vehicle front structure 100 according to the present embodiment, when the load is applied, the upper and lower portions of the bumper brace 110a bend rearward, so that the absorber can be completely deformed. It is possible to maximize the load absorbing performance of the absorber. Further, since the load is absorbed also by the fact that the upper and lower portions of the bumper brace 110a bend backward, the load on the pedestrian can be further suppressed. Also, the front end of the absorber after deformation and the joint 112 of the bumper brace 110a with the side member 120a are in the same position in the vehicle front-rear direction, so that the pedestrian's legs are received linearly in the vehicle front structure 100. Therefore, the leg of the pedestrian can be prevented from bending and the load on the pedestrian's knee can be drastically reduced.

  In the above-described embodiment, the case where the cowl side member 130a, which is a horizontal member, is joined to the bumper brace 110a, which is a vertical member, is described as an example. However, the present invention is not limited to this. The cowl side member 130a does not necessarily have to be joined to the bumper brace 110a. If the upper part of the bent bumper brace 110a can be supported, the above-described effects can be obtained even if the cowl side member 130a is not joined. .

  Further, in the present embodiment, the configuration in which the hat-shaped upper absorber 180 convex forward is provided on the front surface of the bumper brace 110a, but the present invention is not limited to this. The upper absorber 180 may have other shapes, and may be configured integrally with the bumper brace 110a, or other members disposed in front of the upper portion of the bumper brace 110a, such as the lower absorber of the present embodiment. It may function as an upper absorber. Similarly, in the present embodiment, the radiator support member 140 is exemplified as the lower absorber for the lower absorber. However, the lower absorber is not limited to this, and other members such as the upper absorber of the present embodiment may be disposed below the bumper brace 110a. It may be provided in the front, or may be integrated with the bumper brace 110a.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to the example which concerns. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Understood.

  INDUSTRIAL APPLICABILITY The present invention can be used in a vehicle front structure that includes a vertical member that extends in the vertical direction at the front of the vehicle and a structural member that has a front end joined to the back of the vertical member and extends rearward of the vehicle.

DESCRIPTION OF SYMBOLS 100 ... Vehicle front part structure, 110a ... Bumper brace, 110b ... Bumper brace, 112 ... Joint part, 120a ... Side member, 120b ... Side member, 130a ... Cowl side member, 130b ... Cowl side member, 140 ... Radiator support member, 140a ... front end position, 150 ... lamp support member, 160 ... dash side panel, 170 ... front pillar, 180 ... upper absorber, 180a ... front end position, 182 ... reinforce, 190 ... impact, 192 ... knee, 194 ... shin Part

Claims (5)

A vehicle front structure comprising a vertical member extending in the vertical direction at the front of the vehicle, and a structural member having a front end joined to the back surface of the vertical member and extending rearward of the vehicle,
An upper absorber and a lower absorber respectively disposed in front of the upper and lower ends of the vertical member;
A horizontal member disposed behind the vertical member;
When the upper absorber and the lower absorber are deformed by receiving a load from the front, and the upper part and the lower part of the vertical member are bent backward, the joint part is bent at the joint part. The horizontal member supports a portion above the bent vertical member so that the front end of the vertical member and the front end of the deformed upper absorber and lower absorber are in the same position in the vehicle longitudinal direction. A vehicle front structure characterized by:   The vehicle front structure according to claim 1, wherein the lateral member is connected to a front pillar that constitutes a front side of a front door opening of the vehicle. The lower absorber is a radiator support member that is disposed below the structural member and extends in the vehicle width direction to support the radiator.
The vehicle front structure according to claim 1, wherein the lateral member is a cowl side member joined to the structural member and constituting a side surface of an engine room.   The said vehicle front part structure is further provided with the L-shaped reinforcement provided in the junction location of the said structural member and the said vertical member, and bent so that it might straddle them, The any one of Claim 1 to 3 characterized by the above-mentioned. The vehicle front structure according to claim 1.   The vehicle front part structure according to any one of claims 1 to 4, wherein a front end of the structural member is located below an average adult male knee standing upright.

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