Vehicle body structure

Abstract

The invention provides a vehicle body structure. A vehicle front structure (100) is provided with left and right front side members (11L, 11R) extending in the vehicle front-rear direction, and bumper reinforcements (12) connected to the front ends of the front side members and extending in the vehicle width direction. The present invention is provided with: first brackets (30L, 30R) and second brackets (60L, 60R) that are attached to a bumper reinforcement (12) and protrude further toward the vehicle front side and below the vehicle than the bumper reinforcement (12); and first bumper brackets (50L, 50R) and second bumper brackets (70L, 70R) that are joined to the bumper reinforcement (12) and have the tips thereof in contact with the rear ends of the first brackets (30L, 30R) and the second brackets (60L, 60R).

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to Japanese Patent Application No. 2024-93569, filed on June 10, 2024, the entire contents of which, including the description, claims, drawings and abstract, are incorporated herein by reference. Technical Field

[0003] This disclosure relates to a vehicle body structure, and more particularly to a vehicle body structure with a bumper reinforcement. Background Technology

[0004] Japanese Patent Application Publication No. 2007-69736 discloses a bumper support structure for situations where the height of the rear longitudinal beam of a vehicle differs from the height of the bumper reinforcement. In the structure described in Japanese Patent Application Publication No. 2007-69736, an anti-rotation joint is provided between the rear end of the rear longitudinal beam on the rear side of the vehicle and the base of the bumper reinforcement, thereby preventing the base of the bumper reinforcement from tipping over.

[0005] Japanese Patent Application Publication No. 2005-104264 discloses a front structure for a vehicle. In this publication, a structure is described in which an impact-absorbing component is disposed on the lower side of a bumper reinforcement, protruding forward along the width direction of the vehicle.

[0006] Japanese Patent Application Publication No. 2013-203304 discloses a bumper structure for a vehicle, which describes a structure in which a bumper shock absorber is mounted on the front surface of the bumper beam. Summary of the Invention

[0007] However, in recent years, pendulum tests have been conducted to simulate low-speed collisions between other vehicles and vehicles with lower profiles, where the impactor collides at a low speed from behind. In the case of taller vehicles such as SUVs, there is a problem during pendulum tests where the impactor penetrates under the bumper, increasing the depth of the impact.

[0008] As a countermeasure, one consideration is to widen the bumper reinforcement downwards. However, during high-speed frontal crash tests, unforeseen deformations such as longitudinal bending of the longitudinal beams can sometimes occur, resulting in insufficient absorption of impact energy. Furthermore, this also presents the problem of increased weight for the bumper reinforcement.

[0009] Therefore, the purpose of this disclosure is to suppress the amount of impactor entering at a low speed at a lower position.

[0010] The vehicle body structure disclosed herein includes left and right frame members disposed on the left and right sides of the vehicle and extending in the vehicle longitudinal direction, and bumper reinforcement members connected to each end of one of the frame members in the vehicle longitudinal direction and extending in the vehicle width direction. The vehicle body structure is characterized in that the bumper reinforcement members have a plurality of load-bearing portions protruding outward in the vehicle longitudinal direction and downward in the vehicle vertical direction.

[0011] Therefore, compared to widening the entire bumper reinforcement downwards, it is possible to suppress the entry of a collision object that enters at a low speed from a lower position while suppressing the increase in weight.

[0012] In the vehicle body structure disclosed herein, the plurality of load-bearing parts may also be configured such that the plurality of load-bearing parts include a plurality of first load-bearing parts disposed at positions that do not overlap with the left and right frame members when viewed from the front-rear direction of the vehicle.

[0013] Therefore, during high-speed frontal collision tests, the longitudinal bending moment input from the first bearing part protruding downwards towards the vehicle to the left and right frame components can be suppressed, thus suppressing the longitudinal bending deformation of the left and right frame components.

[0014] In the vehicle body structure disclosed herein, the plurality of load-bearing parts may also be configured such that the left and right second load-bearing parts are located at positions that overlap with the left and right frame members when viewed from the front-rear direction of the vehicle.

[0015] Therefore, it is possible to suppress the entry of a collision object that enters from the front or rear of the vehicle at a lower position.

[0016] In the vehicle body structure disclosed herein, the plurality of first bearing portions may also be configured as a plurality of first brackets separate from the bumper reinforcement, and the plurality of first brackets are mounted on the bumper reinforcement and protrude outward in the vehicle longitudinal direction and downward in the vehicle vertical direction compared to the bumper reinforcement.

[0017] Therefore, the rotational torque applied to the multiple first brackets is not transmitted to the bumper reinforcement. Thus, in high-speed frontal collision tests, it is possible to suppress unforeseen deformations such as longitudinal bending deformation of the left and right frame components that could lead to insufficient absorption of impact energy.

[0018] In the vehicle body structure disclosed herein, it can also be configured such that a plurality of first brackets are symmetrically arranged on the left and right sides between the center of the vehicle width direction and the left and right frame components.

[0019] Therefore, the amount of impact of a colliding object entering at a low position over a large range in the vehicle width direction can be suppressed using fewer first brackets. Thus, in pendulum tests in which the pendulum impact object is deflected from front to side during impact, the amount of impact of the pendulum impact object can be suppressed using the first bracket.

[0020] In the vehicle body structure disclosed herein, it may also be configured to include a base component, which is mounted on the outer side of the bumper reinforcement in the vehicle longitudinal direction and extends in the vehicle width direction, and connects a plurality of first brackets in the vehicle width direction, with the plurality of first brackets mounted on the bumper reinforcement via the base component.

[0021] Therefore, multiple first brackets can be installed in a shorter time.

[0022] In the vehicle body structure disclosed herein, it can also be configured to have multiple first bumper brackets, wherein the multiple first bumper brackets are combined with the bumper reinforcement, and the top end abuts against the inner end of the multiple first brackets in the vehicle front-rear direction.

[0023] Therefore, the impact force from the rear of the multiple first brackets in the front-rear direction can be transferred to the bumper reinforcement, while the rotational torque applied to the multiple first brackets is not transferred to the bumper reinforcement. Thus, by utilizing the bumper reinforcement to withstand impact forces from the front or rear, it is possible to suppress unforeseen deformations such as longitudinal bending deformation of the left and right frame components during high-speed frontal collision tests, which could lead to inadequate absorption of impact energy.

[0024] In the vehicle body structure disclosed herein, the first bracket may also be configured such that the first bracket has an open box-shaped pocket portion installed on the outer side of the bumper reinforcement in the vehicle longitudinal direction and open on the inner side in the vehicle longitudinal direction, and a sheet metal body housed in the pocket portion. The first bumper bracket is combined with the bumper reinforcement, and its top end abuts against the inner end of the pocket portion in the vehicle longitudinal direction and the inner end of the sheet metal body in the vehicle longitudinal direction.

[0025] Therefore, compared to not having a sheet metal body, the bumper reinforcement can be used to absorb a larger impact force and transfer it to the left and right frame components, thus further suppressing the amount of impact force entering the vehicle.

[0026] In the vehicle body structure disclosed herein, the plurality of first bearing portions may also be configured as a plurality of first brackets separate from the bumper reinforcement, and the plurality of first brackets are mounted on the bumper reinforcement and protrude outward in the vehicle front-rear direction and downward in the vehicle vertical direction compared with the bumper reinforcement; the left and right second bearing portions are left and right second brackets separate from the bumper reinforcement, and the left and right second brackets are mounted on the bumper reinforcement and protrude outward in the vehicle front-rear direction and downward in the vehicle vertical direction compared with the bumper reinforcement.

[0027] Therefore, the rotational torque applied to the multiple first brackets and the left and right second brackets is not transmitted to the bumper reinforcement. Thus, it is possible to suppress unforeseen deformations such as longitudinal bending deformation of the left and right frame components during high-speed frontal collision tests, which could lead to insufficient absorption of impact energy.

[0028] In the vehicle body structure disclosed herein, it can also be configured such that a plurality of first brackets are symmetrically arranged on the left and right sides between the center of the vehicle width direction and the left and right frame components.

[0029] Therefore, the amount of impact of a colliding object entering at a low position over a large range in the vehicle width direction can be suppressed using fewer first brackets. Thus, in pendulum tests in which the pendulum impact object is deflected from front to side during impact, the amount of impact of the pendulum impact object can be suppressed using the first bracket.

[0030] In the vehicle body structure disclosed herein, it may also be configured to include an elongated base component, which is installed on the outer side of the bumper reinforcement in the vehicle front-rear direction and extends in the vehicle width direction, connecting a plurality of first brackets and left and right second brackets along the vehicle width direction. The plurality of first brackets and left and right second brackets are mounted on the bumper reinforcement via the elongated base component.

[0031] Therefore, multiple first brackets and left and right second brackets can be installed in a shorter time.

[0032] In the vehicle body structure disclosed herein, it may also be configured to include: a plurality of first bumper brackets, which are combined with the bumper reinforcement and whose top ends abut against the inner ends of the plurality of first brackets in the vehicle front-rear direction; and left and right second bumper brackets, which are combined with the bumper reinforcement and whose top ends abut against the inner ends of the left and right second brackets in the vehicle front-rear direction.

[0033] Therefore, the front-to-rear impact force input from the rear ends of the multiple first brackets and the left and right second brackets can be transferred to the bumper reinforcement, while the rotational torque applied to the multiple first brackets and the left and right second brackets is not transferred to the bumper reinforcement. Thus, by using the bumper reinforcement to absorb impact forces from the front or rear, it is possible to suppress unforeseen deformations such as longitudinal bending deformation of the left and right frame components during high-speed frontal collision tests, which could lead to inadequate absorption of impact energy. Furthermore, the bumper reinforcement and the left and right frame components can absorb the impact energy of a collision object entering at low speed from the oblique front or oblique rear of the vehicle at a lower position, thereby suppressing the amount of collision object entering.

[0034] In the vehicle body structure disclosed herein, it can also be configured such that either or both of the first bracket and the second bracket have an open box-shaped pocket portion installed on the outer side of the bumper reinforcement in the vehicle longitudinal direction and open on the inner side in the vehicle longitudinal direction, and a sheet metal body housed in the pocket portion. Either or both of the first bumper bracket and the second bumper bracket are combined with the bumper reinforcement, and their top ends abut against the inner end of the pocket portion in the vehicle longitudinal direction and the inner end of the sheet metal body in the vehicle longitudinal direction.

[0035] Therefore, compared to not having a sheet metal body, the bumper reinforcement can be used to absorb a larger impact force and transfer it to the left and right frame components, thus further suppressing the amount of impact force entering the vehicle.

[0036] In the vehicle body structure disclosed herein, it can also be configured such that a plurality of first bearing portions and left and right second bearing portions protrude downward in the vertical direction of the vehicle to a predetermined ground clearance height.

[0037] Therefore, it is possible to suppress the amount of impactor entering at a low speed from a lower position.

[0038] In the vehicle body structure disclosed herein, it can also be configured such that a plurality of first brackets and left and right second brackets protrude downward in the vertical direction of the vehicle to a predetermined ground clearance height.

[0039] Therefore, it is possible to suppress the amount of impactor entering at a low speed from a lower position.

[0040] The vehicle body structure disclosed herein can suppress the entry of a colliding object that enters at a low speed from a low position. Attached Figure Description

[0041] Figure 1 This is a top view of the front structure of a vehicle as an embodiment of the vehicle body structure.

[0042] Figure 2A perspective view of the front structure of the vehicle as described in the embodiment.

[0043] Figure 3 This is a top view of the vehicle front structure according to the embodiment, and is Figure 1 Details of Part A are shown below.

[0044] Figure 4 This is a vertical sectional view of the front structure of the vehicle according to the embodiment, and is... Figure 3 The BB section is shown.

[0045] Figure 5 This is a bottom view of the vehicle front structure according to the embodiment, and is Figure 4 The CC section is shown.

[0046] Figure 6 This is a vertical sectional view of the front structure of the vehicle according to the embodiment, and is... Figure 1 The DD section is shown.

[0047] Figure 7 To indicate that the pendulum collider touches Figure 1 A top view of the first bracket of the front structure of the vehicle shown.

[0048] Figure 8 To indicate that the pendulum collider touches Figure 1 An elevation sectional view of the first bracket of the front structure of the vehicle shown.

[0049] Figure 9 To indicate that the pendulum collider touches Figure 1 A top view of the state of the second bracket of the front structure of the vehicle.

[0050] Figure 10 To indicate that the pendulum collider touches Figure 1 An elevation sectional view of the attitude of the second bracket of the front structure of the vehicle shown.

[0051] Figure 11 To indicate that the obstacle is entering at high speed Figure 1 A top view showing the state of the front structure of the vehicle.

[0052] Figure 12 To indicate that the obstacle is entering at high speed Figure 1 An elevation sectional view of the state of the front structure of the vehicle shown.

[0053] Figure 13 This is a top view of another vehicle front structure as an alternative embodiment of the vehicle body structure.

[0054] Figure 14 This is a top view of another vehicle front structure as an alternative embodiment of the vehicle body structure.

[0055] Figure 15 This is a top view of another vehicle front structure as an alternative embodiment of the vehicle body structure.

[0056] Figure 16 for Figure 15 The diagram shows a sectional view of the front structure of the vehicle, and is... Figure 15 The EE section shown.

[0057] Figure 17 for Figure 15 The diagram shows a sectional view of the front structure of the vehicle, and is... Figure 15 The FF section is shown.

[0058] Figure 18 This is a top view showing the rear structure of a vehicle as another embodiment of the body structure. Detailed Implementation

[0059] Hereinafter, the vehicle front structure 100, as an embodiment of the vehicle body structure, will be described with reference to the accompanying drawings. Figure 1 , Figure 2 As shown, the vehicle front structure 100 includes left and right front longitudinal beams 11L and 11R, a bumper reinforcement 12, a long base component 20, multiple first brackets 30L and 30R, left and right second brackets 60L and 60R, multiple first bumper brackets 50L and 50R, and left and right second bumper brackets 70L and 70R. Furthermore, FR, UP, and RH in the accompanying drawings represent the front, upper, and right sides of the vehicle 200 equipped with the vehicle front structure 100, respectively. The opposite directions of FR, UP, and RH represent the rear, lower, and left sides, respectively. Hereinafter, only the directions of front-back, left-right, and up-down will be used in the description, unless otherwise specified, referring to the front-back direction of the vehicle 200, the left-right direction, and the up-down direction. Furthermore, the front-back direction of the vehicle 200, the left-right direction, and the up-down direction refer to the front-back direction of the vehicle front structure 100, the left-right direction, and the up-down direction.

[0060] The left and right front longitudinal beams 11L and 11R are skeletal components located on the left and right sides of the vehicle 200 and extending in the longitudinal direction of the vehicle. The left and right front longitudinal beams 11L and 11R can also be long strip components with a square closed cross section, for example.

[0061] The bumper reinforcement 12 is a component that connects to the front ends of the left and right front longitudinal beams 11L and 11R and extends in the vehicle width direction. For example... Figure 4As shown, the bumper reinforcement 12 has a closed square cross-section and a transverse rib in the width direction is provided at the center in the vertical direction. Here, the front ends of the left and right front longitudinal beams 11L and 11R are the ends of one of the left and right front longitudinal beams 11L and 11R. Therefore, the bumper reinforcement 12 is a component that connects to the ends of one of the left and right front longitudinal beams 11L and 11R in the vehicle's longitudinal direction and extends in the vehicle's width direction.

[0062] The elongated base component 20 is a resin-made elongated component that is mounted on the front surface of the bumper reinforcement 12 and extends in the vehicle width direction. Here, the front surface of the bumper reinforcement 12 is the outer surface of the bumper reinforcement 12 in the vehicle front-rear direction. The height of the elongated base component 20 is approximately the same as the height of the bumper reinforcement 12, and it is bolted to the front surface of the bumper reinforcement 12 in a manner that covers the front surface of the bumper reinforcement 12.

[0063] Multiple first brackets 30L and 30R are resin components that protrude forward and downward from the elongated base component 20 towards the front of the vehicle. In other words, the first brackets 30L and 30R protrude outward in the longitudinal direction and downward in the vertical direction from the elongated base component 20. The multiple first brackets 30L and 30R are symmetrically arranged between the center of the vehicle width direction and the left and right front longitudinal beams 11L and 11R. Furthermore, left and right second brackets 60L and 60R are resin components that protrude forward and downward from the left and right ends of the elongated base component 20 towards the front of the vehicle. In other words, the left and right second brackets 60L and 60R protrude outward in the longitudinal direction and downward in the vertical direction from the elongated base component 20.

[0064] Multiple first bumper brackets 50L and 50R are engaged with the lower surface of the bumper reinforcement 12. The multiple first bumper brackets 50L and 50R are stop components whose front ends abut against the rear ends of the first brackets 30L and 30R. Similarly, the left and right second bumper brackets 70L and 70R are stop components that are engaged with the lower surface of the bumper reinforcement 12 and whose front ends abut against the rear ends of the left and right second brackets 60L and 60R.

[0065] Next, in reference Figures 2 to 6 At the same time, detailed descriptions are provided for the long base component 20, the first brackets 30L and 30R, the left and right second brackets 60L and 60R, the first bumper bracket 50L and 50R, and the left and right second bumper brackets 70L and 70R.

[0066] like Figures 2 to 4As shown, the elongated base component 20 is composed of an upper plate 21, an upper front plate 22, a lower front plate 23, and a lower plate 24, and is an elongated component with a generally channel-shaped cross-section that is open at the rear of the vehicle. The lower front plate 23 is positioned slightly rearward of the vehicle compared to the upper front plate 22. Transverse ribs 25 and 26 and longitudinal ribs 27 extending rearward from either the upper front plate 22 or the lower front plate 23 are provided internally. The transverse ribs 25 and 26 and the longitudinal ribs 27 divide the interior of the elongated base component 20 into a grid pattern. The elongated base component 20 is a resin-molded component.

[0067] The first bracket 30L, located on the left side between the center of the vehicle width direction and the left front longitudinal beam 11L, is composed of a side plate 31, a front plate 32, a top plate 33, and a bottom plate 35. The left and right side plates 31 extend downward from the lower surface of the lower transverse rib 26 to form the left and right sides of the first bracket 30L. The front plate 32 is a plate component that connects the front ends of the side plates 31 to the left and right sides. The top plate 33 is a plate component that connects the upper end of the front plate 32 to the lower end of the upper front plate 22. The side plates 31, front plate 32, top plate 33, and bottom plate 35 constituting the first bracket 30L are formed together with the elongated base component 20 using a single resin molding process.

[0068] like Figure 4 As shown, the lower end of the side plate 31 of the first bracket 30L protrudes downwards and vertically from the lower surface of the bumper reinforcement 12 by a length L1, so that the ground clearance of the bracket 30 from the road surface 10 is a predetermined height H1. Here, the predetermined height H1 is simply sufficient to withstand the pendulum impact body 90 described later (see reference). Figure 8 The height can be freely selected, for example, it can be set between 15 inches and 20 inches (393.7mm to 508mm).

[0069] The transverse rib 26, left and right side panels 31, top panel 33, front panel 32, and bottom panel 35 form an open, box-shaped pocket portion 38 that protrudes forward of the vehicle and is open to the rear of the vehicle compared to the front surface of the bumper reinforcement 12. The rear end face 36 of the left and right side panels 31 extends rearward until it becomes the same plane as the front surface of the bumper reinforcement 12.

[0070] A sheet metal bulk 40 is installed inside the pocket section 38. For example... Figure 3 , Figure 5 As shown, the sheet metal body 40 is composed of a channel-shaped cross-section component and a connecting plate 41C. The channel-shaped cross-section component is composed of a web 41A and upright flanges 41B extending from the left and right ends of the web 41A toward the rear of the vehicle. Figure 4As shown, the connecting plate 41C connects the upper rear ends of each flange plate 41B. The web plate 41A of the sheet metal body 40 is fixed to the front plate 32 using pins 48 and nuts 49. The rear end faces 46 of the left and right flange plates 41B of the sheet metal body 40 are coplanar with the rear end faces 36 of the left and right side plates 31 of the first bracket 30L. Furthermore, the rear end faces 46 of the sheet metal body 40 and the rear end faces 36 of the side plates 31 constitute the rear end of the first bracket 30L.

[0071] like Figure 4 , Figure 5 As shown, the first bumper bracket 50L, located on the left side of the vehicle width direction between the center and the left front longitudinal beam 11L, is composed of an L-shaped component formed by a base 51 and a front flange 52, and triangular ribs 53 installed at the left and right ends of the base 51 and the front flange 52. The base 51 is attached to the lower surface of the bumper reinforcement 12 by bolts 54 and nuts 55. When the base 51 is attached to the lower surface of the bumper reinforcement 12, the front end face of the front flange 52 is flush with the front surface of the bumper reinforcement 12. Furthermore, the front end face of the front flange 52 abuts against the rear end faces 36 of the left and right side plates 31 of the first bracket 30L and the rear end faces 46 of the left and right flange plates 41B of the sheet metal body 40. Therefore, the first bumper bracket 50L is configured to transmit the vehicle longitudinal impact force input from the rear end face 36 of the side plate 31 and the rear end face 46 of the sheet metal body 40 to the bumper reinforcement 12, without transmitting the rotational torque applied to the first bracket 30L to the bumper reinforcement 12. Here, the rear end face 36 of the side plate 31 and the rear end face 46 of the sheet metal body 40 constitute the vehicle longitudinal inner end of the side plate 31 and the vehicle longitudinal inner end of the sheet metal body 40. Furthermore, the front end face of the front flange 52 constitutes the top of the first bumper bracket 50L.

[0072] Since the first bracket 30R and the first bumper bracket 50R, which are located on the right side of the center between the center of the vehicle width direction and the right front longitudinal beam 11R, are symmetrical to the first bracket 30L and the first bumper bracket 50L on the left side of the center as previously described, their description is omitted.

[0073] The second bracket 60L on the left side is composed of a side plate 61, a front plate 62A, a corner plate 62B, a top plate 63, and a bottom plate 65. (As follows) Figure 6 As shown, the side panel 61 extends downward from the lower plate 24 of the bumper reinforcement 12, forming the inner sidewall of the second bracket 60L in the vehicle width direction. The front panel 62A is a plate component connected to the front end of the side panel 61 and extending outward in the vehicle width direction. Figure 2As shown, corner plate 62B is a plate component bent into a groove shape and connected to the outer end of front plate 62A in the vehicle width direction. Top plate 63 extends forward from the front end of lower plate 24 of bumper reinforcement 12 and is connected to the upper ends of side plate 61, front plate 62A, and corner plate 62B. Bottom plate 65 is connected to the lower ends of side plate 61, front plate 62A, and corner plate 62B. Side plate 61, front plate 62A, corner plate 62B, top plate 63, and bottom plate 65 form an open box-shaped pocket portion 68 that protrudes forward from the front surface of bumper reinforcement 12 and is open to the rear of the vehicle. Furthermore, the rear end face 66 of side plate 61 extends rearward until it becomes flush with the front surface of bumper reinforcement 12. Longitudinal ribs 67 extending from front plate 62A toward the rear of the vehicle are provided inside pocket portion 68. The rear end of the longitudinal rib 67 extends rearward towards the vehicle until it becomes flush with the rear end face 66 of the side panel 61. The rear end face 66 of the side panel 61 and the rear end face of the longitudinal rib 67 constitute the rear end of the second bracket 60L. The side panel 61, front panel 62A, corner panel 62B, top panel 63, and bottom panel 65 constituting the second bracket 60L are integrally formed with the elongated base component 20 using resin molding. Here, the rear end face 66 of the side panel 61 and the rear end face of the longitudinal rib 67 constitute the inner end of the side panel 61 in the vehicle longitudinal direction and the inner end of the longitudinal rib 67 in the vehicle longitudinal direction.

[0074] like Figure 6 As shown, the lower end of the side plate 61 of the second bracket 60L protrudes by a length L2 from the lower surface of the bumper reinforcement 12 downwards in the vertical direction of the vehicle, so that the ground clearance of the bracket 10 is a predetermined height H2. Here, the predetermined height H2 can also be set between 15 inches and 20 inches (393.7 mm to 508 mm), similar to the predetermined height H1 of the first bracket 30L described earlier. Furthermore, the predetermined height H2 can be the same as or different from the predetermined height H1.

[0075] like Figure 6As shown, the second bumper bracket 70L on the left side has the same structure as the first bumper bracket 50L, consisting of a base 71, a front flange 72, and a triangular rib 73. The base 71 is attached to the lower surface of the bumper reinforcement 12 by bolts 74 and nuts 75. When the base 71 is attached to the lower surface of the bumper reinforcement 12, the front end face of the front flange 72 is flush with the front surface of the bumper reinforcement 12. Furthermore, the front end face of the front flange 72 abuts against the rear end face 66 of the side plate 61 of the second bracket 60L and the rear end face of the longitudinal rib 67 provided in the pocket portion 68. Therefore, similar to the first bracket 30L, the second bumper bracket 70L is configured to transmit the impact force in the front-rear direction of the vehicle input from the rear end of the second bracket 60L to the bumper reinforcement 12, and not to transmit the rotational torque applied to the second bracket 60L to the bumper reinforcement 12. Here, the front end face of the front flange 72 forms the top of the second bumper bracket 70L.

[0076] Additionally, since the second bracket 60R on the right and the second bumper bracket 70R on the right are approximately symmetrical to the second bracket 60L on the left and the second bumper bracket 70L on the left as previously described, their descriptions are omitted.

[0077] As explained above, in the vehicle front structure 100 of the embodiment, the elongated base component 20, the first brackets 30L and 30R on the central right and central left sides, and the left and right second brackets 60L and 60R are formed by integral molding with resin. Therefore, the elongated base component 20 connects the multiple first brackets 30L and 30R and the left and right second brackets 60L and 60R along the vehicle width direction. Furthermore, the multiple first brackets 30L and 30R and the left and right second brackets 60L and 60R are mounted on the bumper reinforcement 12 via the elongated base component 20.

[0078] Next, refer to Figures 7 to 10 The flow of impact force when the pendulum impactor 90 collides with the front structure 100 of the vehicle in the embodiment will be explained.

[0079] The pendulum impactor 90 is the impactor used in pendulum tests to simulate a low-speed collision between vehicle 200 and another vehicle of lower height from behind. For example... Figure 7 As shown, the pendulum collider 90 has a U-shaped planar shape, and as... Figure 8 As shown, the cross-section of the collision surface 91 becomes a curved surface.

[0080] First, in reference Figure 7 , Figure 8 Simultaneously, the flow of impact force when the pendulum impactor 90 collides with the vehicle 200 from the front at a speed of V1 will be explained. In the following text, as... Figure 7As shown, the case where the pendulum impactor 90 enters from a position offset to the left from the front of the vehicle 200 will be explained. Since the deformation of the pendulum impactor 90 when it enters from a position offset to the right from the front of the vehicle 200 is symmetrical to that when it enters from a position offset to the left from the front of the vehicle 200, the explanation is omitted.

[0081] like Figure 7 As shown, when the pendulum impactor 90 collides with the front of the vehicle 200, the impact surface 91 of the pendulum impactor 90 will collide with the front plate 32 of the first bracket 30L on the central left side. At this time, as... Figure 8 As shown, the pendulum impactor 90 collides with the front plate 32 in such a way that the impact surface 91 overlaps with the front plate 32 of the first bracket 30L on the central left side by a length M1 in the height direction.

[0082] like Figure 8 As indicated by the dashed arrow, the impact force of the collision is transmitted from the front plate 32 of the first bracket 30L on the central left to the sheet metal body 40, and from the rear end face 46 of the flange plate 41B of the sheet metal body 40 to the first bumper bracket 50L. Figure 7 As indicated by the dashed arrow, the impact force transmitted to the first bumper bracket 50L is transmitted to the left and right front longitudinal beams 11L and 11R via the bumper reinforcement 12. Furthermore, the impact force is absorbed by the left and right front longitudinal beams 11L and 11R.

[0083] Next, in reference Figure 9 , Figure 10 Simultaneously, the flow of impact force when the pendulum impactor 90 collides with the vehicle 200 from the oblique front at a velocity V2 will be explained. Here, the velocity V2 is smaller than the velocity V1 of the pendulum impactor 90 when it collides from the front, as previously described.

[0084] like Figure 9 As shown, when the pendulum impactor 90 collides with the vehicle 200 from the left front, the impact surface 91 of the pendulum impactor 90 will collide with the front plate 62A of the second bracket 60L on the left. At this time, as... Figure 10 As shown, the pendulum impactor 90 collides with the front plate 62A with the impact surface 91 overlapping the front plate 62A of the second bracket 60L on the left side by a length M2 in the height direction.

[0085] like Figure 10 As indicated by the dashed arrow, the impact force of the collision is transmitted from the front panel 62A of the second bracket 60L on the left to the side panel 61 and the longitudinal rib 67 provided in the pocket portion 68, and from the rear end face 66 of the side panel 61 and the rear end face of the longitudinal rib 67 to the second bumper bracket 70L. Figure 7As indicated by the dashed arrow, the impact force transmitted to the second bumper bracket 70L is transferred to the left front longitudinal beam 11L via the bumper reinforcement 12. Furthermore, the impact force is absorbed by the left front longitudinal beam 11L.

[0086] Next, in reference Figure 11 , Figure 12 Simultaneously, the deformation of the front structure 100 of the vehicle 200 when the obstacle 95 enters from the front of the vehicle at a high speed V3 will be explained. Here, the speed V3 is faster than the entry speeds V1 and V2 of the pendulum impactor 90 described earlier. Furthermore, although... Figure 11 , Figure 12 The deformation of the left side of vehicle 200 is shown, but the deformation of the right side of vehicle 200 is symmetrical to that of the left side. Furthermore, in Figure 11 , Figure 12 In the diagram, the dashed line represents the state of obstacle 95 before collision, and the solid line represents the deformation state of obstacle 95 after collision. For example... Figure 11 , Figure 12 As shown, the width of the obstacle 95 is greater than the full width of the vehicle front structure 100, and its height is greater than its full height, thus causing it to collide with the entire front surface of the vehicle front structure 100.

[0087] like Figure 12 As shown, when obstacle 95 collides with the front structure 100 of the vehicle, obstacle 95 will collide with the front panel 32 of the first bracket 30L on the left center side, and enter the rear of the vehicle while crushing the pocket portion 38 of the first bracket 30L on the left center side. The rear end face 46 of the sheet metal body 40 disposed inside the pocket portion 38 abuts against the front flange 52 of the first bumper bracket 50L on the left center side, and transmits the impact force in the front-rear direction of the vehicle to the bumper reinforcement 12. However, since the sheet metal body 40 is configured not to transmit rotational torque to the bumper reinforcement 12, the rotational torque that causes the sheet metal body 40 to rotate counterclockwise due to the impact force is not absorbed by the bumper reinforcement 12. Therefore, when obstacle 95 enters, the sheet metal body 40 will... Figure 12 The arrow in the diagram indicates a counter-clockwise rotational deformation. Therefore, no rotational torque is input to the front longitudinal beam 11L to cause it to bulge upwards. As a result, the left front longitudinal beam 11L deforms due to the impact forces in the vehicle's longitudinal direction, as... Figure 11 As shown by the solid line, it bends laterally toward the inside of the vehicle width direction.

[0088] As explained above, the vehicle front structure 100 of the embodiment includes a plurality of first brackets 30L, 30R mounted on the bumper reinforcement 12 and protruding outward in the vehicle's longitudinal direction and downward in the vehicle's vertical direction compared to the bumper reinforcement 12, as well as left and right second brackets 60L, 60R. Therefore, compared to widening the bumper reinforcement 12 downwards as a whole, it is possible to suppress the increase in weight while suppressing the entry amount of the pendulum impact body 90, which enters at low speed from the front or oblique front of the vehicle 200 at a lower position.

[0089] Furthermore, in the front structure 100 of the vehicle, since the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R are separately constructed from the bumper reinforcement 12, the rotational torque applied to the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R can be prevented from being transmitted to the bumper reinforcement 12. Therefore, during high-speed frontal collision tests, it is possible to suppress unforeseen deformations such as longitudinal bending deformation of the left and right front longitudinal beams 11L, 11R, which could lead to insufficient absorption of impact energy.

[0090] Furthermore, in the vehicle front structure 100, the multiple first bumper brackets 50L, 50R and the left and right second bumper brackets 70L, 70R, which are combined with the bumper reinforcement 12, abut against the rear ends of the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R. Thus, the front-to-rear impact force input from the rear ends of the multiple first brackets 30L, 30R and the left and right second brackets 60L, 60R is transmitted to the bumper reinforcement 12, and the rotational torque applied to the first brackets 30L, 30R and the second brackets 60L, 60R is not transmitted to the bumper reinforcement 12. Therefore, in the vehicle front structure 100, the bumper reinforcement 12 is used to absorb impact forces from the front or diagonally front, and during high-speed frontal collision tests, it can suppress unforeseen longitudinal bending deformations such as upward bending deformation of the left and right front longitudinal beams 11L, 11R, which could lead to insufficient absorption of impact energy.

[0091] Furthermore, in the front structure 100 of the vehicle, the first brackets 30L and 30R have pocket portions 38 and sheet metal bodies 40 housed in the pocket portions 38. As a result, compared to the case where the sheet metal bodies 40 are not provided, the bumper reinforcement 12 can be used to absorb a larger impact force and transmit it to the left and right front longitudinal beams 11L and 11R, thus further suppressing the entry of the pendulum impact body 90.

[0092] Furthermore, in the vehicle's front structure 100, the first brackets 30L and 30R on the left and right sides of the center are symmetrically arranged between the center of the vehicle in the width direction and the left and right front longitudinal beams 11L and 11R. This allows the two first brackets 30L and 30R to suppress the entry amount of the pendulum impactor 90, which enters at a low position over a large range in the vehicle's width direction. Moreover, in pendulum tests where the pendulum impactor 90 is deflected from the front to the side, the first brackets 30L and 30R can be used to suppress the entry amount of the pendulum impactor 90.

[0093] Furthermore, in the vehicle front structure 100, multiple first brackets 30L, 30R and left and right second brackets 60L, 60R are integrally resin-molded with the elongated base component 20 and mounted on the bumper reinforcement 12 via the elongated base component 20. This allows for the simple manufacture of multiple first brackets 30L, 30R, left and right second brackets 60L, 60R, and the elongated base component 20. Furthermore, the installation of the first brackets 30L, 30R and the left and right second brackets 60L, 60R can be performed in a shorter time.

[0094] Although the above description has described the left and right second brackets 60L and 60R as having longitudinal ribs 67 arranged inside the pocket portion 68, it is not limited to this. For example, similar to the first brackets 30L and 30R, a sheet metal body 40 may also be arranged inside the pocket portion 68. In this case, the rear end faces 46 of the left and right flange plates 41B of the sheet metal body 40 and the rear end faces 66 of the side plates 61 of the left and right second brackets 60L and 60R are coplanar, and the rear end faces 46 of the sheet metal body 40 and the rear end faces 66 of the side plates 61 constitute the rear ends of the left and right second brackets 60L and 60R. Furthermore, the left and right second bumper brackets 70L and 70R abut against the rear end faces 66 of the side plates 61 and the rear end faces 46 of the flange plates 41B of the sheet metal body 40. Therefore, compared to the case without sheet metal body 40, a larger impact force can be transmitted to the left and right front longitudinal beams 11L and 11R, thereby further suppressing the entry of the pendulum impact body 90. In addition, as previously explained, during high-speed frontal collision tests, unforeseen longitudinal bending deformations such as upward bending deformation of the left and right front longitudinal beams 11L and 11R can be suppressed.

[0095] Furthermore, although the above description describes the vehicle front structure 100 as having two first brackets 30L and 30R on the left and right sides of the center, it is not limited to this. For example, two or more first brackets 30 may be symmetrically provided on the left and right sides, with a total of four or more first brackets 30 provided, between the center of the vehicle width direction and the left and right front longitudinal beams 11L and 11R.

[0096] Next, in reference Figure 13Meanwhile, other embodiments of the vehicle front structure 110 will also be described. (This is in contrast to the previously referenced...) Figures 1 to 12 The same symbols are used to mark the same parts of the front structure 100 of the vehicle, and the description is omitted.

[0097] like Figure 13 As shown, the vehicle front structure 110 differs from the previously described vehicle front structure 100 in that it lacks the left and right second brackets 60L and 60R, and in that it has a base member 20A that connects the first brackets 30L and 30R at the center of the vehicle width direction instead of the elongated base member 20. The other structures are the same as those of the previously described vehicle front structure 100.

[0098] The base component 20A is a resin component that connects the first brackets 30L and 30R on the left and right sides of the center in the vehicle width direction at the center portion. The cross-sectional shape and other features are the same as those of the previously described elongated base component 20, except that it is shorter in the vehicle width direction.

[0099] The front structure 110 of the vehicle is able to suppress the amount of impact of the pendulum impactor 90, which enters at a low speed from the front of the vehicle 200 at a lower position, by means of multiple first brackets 30L, 30R.

[0100] Next, in reference Figure 14 Meanwhile, other embodiments of the vehicle front structure 120 will also be described. (This is in contrast to the previously referenced...) Figures 1 to 12 The same symbols are used to mark the same parts of the front structure 100 of the vehicle, and the description is omitted.

[0101] The front structure 120 of the vehicle differs from the front structure 100 in that it has partial base components 39L, 39R, 69L, and 69R instead of the long base component 20. Otherwise, it is the same as the front structure 100 of the vehicle described above.

[0102] Partial base component 39L is a bracket for mounting the first bracket 30L onto the front surface of the bumper reinforcement 12, and its cross-sectional shape is the same as the portion of the elongated base component 20 previously described where the first bracket 30L is connected. Furthermore, partial base component 39R is symmetrical to partial base component 39L. Similarly, partial base component 69L is a bracket for mounting the second bracket 60L onto the front surface of the bumper reinforcement 12, and its cross-sectional shape is the same as the portion of the elongated base component 20 previously described where the second bracket 60L is connected to the left and right ends. Furthermore, partial base component 69R is symmetrical to partial base component 69L.

[0103] Similar to the previously described front structure 100, the vehicle front structure 130 can suppress the entry of the pendulum impact body 90, which enters the vehicle 200 at low speed from the front or oblique front at a low position, and can also suppress unforeseen longitudinal bending deformations such as upward bending deformation of the left and right front longitudinal beams 11L and 11R.

[0104] Next, in reference Figures 15 to 17 Meanwhile, other embodiments of the vehicle front structure 130 will also be described. (This is in contrast to the previously referenced...) Figures 1 to 12 The same symbols are used to mark the same parts of the front structure 100 of the vehicle, and the description is omitted.

[0105] like Figure 15 As shown, the front structure 130 of the vehicle includes left and right front longitudinal beams 11L and 11R, a bumper reinforcement 12, multiple first load-bearing parts 15L and 15R, and left and right second load-bearing parts 16L and 16R. The multiple first load-bearing parts 15L and 15R and the left and right second load-bearing parts 16L and 16R constitute multiple load-bearing parts.

[0106] like Figure 15 As shown, the first bearing portions 15L and 15R are symmetrically arranged between the center of the vehicle width direction and the left and right front longitudinal beams 11L and 11R in a manner that does not overlap with them when viewed from the front of the vehicle. Figure 16 As shown, the first bearing portion 15L on the left side of the center is integrally formed with the bumper reinforcement 12 and protrudes forward and downward from the bumper reinforcement 12 towards the front and bottom of the vehicle. The shape of the first bearing portion 15L is similar to the first bracket 30L of the vehicle front structure 100 described previously, protruding downward and vertically from the lower surface of the bumper reinforcement 12 by a length L1, so that its height above the road surface 10 is a predetermined height H1. The first bearing portion 15R on the right side of the center is symmetrical to the first bearing portion 15L on the left side of the center.

[0107] In addition, such as Figure 15 As shown, the left and right second bearing portions 16L and 16R are positioned at the left and right ends of the bumper reinforcement 12 such that they overlap with the left and right front longitudinal beams 11L and 11R when viewed from the front of the vehicle. Figure 17 As shown, the second bearing portion 16L on the left is integrally formed with the bumper reinforcement 12 and protrudes forward and downward from the bumper reinforcement 12 towards the front and bottom of the vehicle. The shape of the second bearing portion 16L is similar to the second bracket 60L of the vehicle front structure 100 described earlier, protruding downward and vertically from the lower surface of the bumper reinforcement 12 by a length L2, so that its height from the road surface 10 is a predetermined height H2. The second bearing portion 16R on the right is symmetrical to the second bearing portion 16L on the left.

[0108] The bumper reinforcement 12, the first bearing parts 15L and 15R, and the second bearing parts 16L and 16R can also be integrally formed by means of casting, for example.

[0109] The front structure 130 of the vehicle is able to suppress the amount of impact of the pendulum impactor 90 that enters at low speed from the front of the vehicle 200 at a low position by means of multiple first bearing parts 15L, 15R and left and right second bearing parts 16L, 16R.

[0110] In the front structure 130 of the vehicle, the first bearing portions 15L and 15R protrude further forward than the second bearing portions 16L and 16R. Therefore, in reference... Figure 11 , Figure 12 During the high-speed frontal collision test described, the obstacle 95 will collide with the first bearing portions 15L and 15R. Here, since the first bearing portions 15L and 15R are configured so that they do not overlap with the left and right front longitudinal beams 11L and 11R when viewed from the front of the vehicle, the longitudinal bending moment input from the first bearing portions 15L and 15R protruding downwards towards the vehicle to the left and right front longitudinal beams 11L and 11R can be suppressed. As a result, the front structure 130 of the vehicle can suppress the longitudinal bending deformation of the left and right front longitudinal beams 11L and 11R during the high-speed frontal collision test.

[0111] Next, in reference Figure 18 At the same time, the rear structure 140 of the vehicle body structure, which is another embodiment of the body structure, will be described.

[0112] like Figure 18 As shown, the rear structure 140 of the vehicle includes left and right rear longitudinal beams 18L and 18R, a rear bumper reinforcement 19, a rear long strip base component 80, multiple rear first brackets 83L and 83R, left and right rear second brackets 86L and 86R, multiple rear first bumper brackets 85L and 85R, and left and right rear second bumper brackets 87L and 87R.

[0113] The rear longitudinal beams 18L and 18R are skeletal components located on the left and right sides of the rear of the vehicle 200 and extending in the longitudinal direction of the vehicle. The rear bumper reinforcement 19 is a component that connects to the rear ends of the left and right rear longitudinal beams 18L and 18R and extends in the width direction of the vehicle.

[0114] The rear long base component 80, multiple rear first brackets 83L and 83R, left and right rear second brackets 86L and 86R, multiple rear first bumper brackets 85L and 85R, and left and right rear second bumper brackets 87L and 87R are symmetrical to the multiple first brackets 30L and 30R, left and right second brackets 60L and 60R, multiple first bumper brackets 50L and 50R, and left and right second bumper brackets 70L and 70R of the vehicle front structure 100 described earlier.

[0115] The first rear bumper brackets 83L and 83R, and the second rear bumper brackets 86L and 86R are resin components that protrude from the rear elongated base component 80 toward the rear of the vehicle and below the vehicle. In other words, the first rear bumper brackets 83L and 83R and the second rear bumper brackets 86L and 86R protrude from the rear elongated base component 80 toward the outer side of the vehicle in the longitudinal direction and downward in the vertical direction. Furthermore, the front ends of the first rear bumper brackets 85L and 85R abut against the front ends of the first rear bumper brackets 83L and 83R, and the front ends of the left and right second rear bumper brackets 87L and 87R abut against the front ends of the left and right second rear bumper brackets 86L and 86R. Here, the front ends of the first rear bumper brackets 83L and 83R and the front ends of the second rear bumper brackets 86L and 86R constitute the inner ends of the first rear bumper brackets 83L and 83R in the longitudinal direction and the inner ends of the second rear bumper brackets 86L and 86R in the longitudinal direction.

[0116] Similar to the previously described front structure 100, the rear structure 140 of the vehicle is capable of suppressing the entry of a pendulum impactor 90 that enters at low speed from the rear or oblique rear of the vehicle 200 at a lower position. Furthermore, during high-speed frontal collision tests, it can suppress situations where unforeseen deformation of the left and right rear longitudinal beams 18L and 18R leads to insufficient absorption of impact energy by the left and right rear longitudinal beams 18L and 18R.

Claims

1. A vehicle body structure comprising left and right frame members disposed on the left and right sides of a vehicle and extending in the vehicle's longitudinal direction, and bumper reinforcement members connected to one end of each of the frame members in the vehicle's longitudinal direction and extending in the vehicle's width direction, characterized in that, The bumper reinforcement has multiple load-bearing parts that protrude outwards in the front-rear direction and downwards in the vertical direction of the vehicle.

2. The vehicle body structure as described in claim 1, characterized in that, The plurality of load-bearing portions include a plurality of first load-bearing portions disposed at positions that do not overlap with the left and right frame members when viewed from the front-rear direction of the vehicle.

3. The vehicle body structure as described in claim 2, characterized in that, The plurality of load-bearing portions include left and right second load-bearing portions located at positions that overlap with the left and right frame members when viewed from the front-rear direction of the vehicle.

4. The vehicle body structure as described in claim 2, characterized in that, The plurality of first bearing portions are plurality of first brackets that are separate from the bumper reinforcement. Multiple first brackets are mounted on the bumper reinforcement and protrude outward in the vehicle's longitudinal direction and downward in the vehicle's vertical direction compared to the bumper reinforcement.

5. The vehicle body structure as described in claim 4, characterized in that, Multiple first brackets are symmetrically arranged on the left and right sides between the center of the vehicle width direction and the left and right frame components.

6. The vehicle body structure as described in claim 5, characterized in that, The bumper reinforcement includes a base component that is mounted on the outer side of the bumper reinforcement in the vehicle's longitudinal direction and extends in the vehicle's width direction, connecting a plurality of the first brackets along the vehicle's width direction. Multiple first brackets are mounted on the bumper reinforcement via the base component.

7. The vehicle body structure as described in any one of claims 4 to 6, characterized in that, It has multiple first bumper brackets, which are combined with the bumper reinforcement and whose top ends abut against the inner ends of the multiple first brackets in the vehicle front-rear direction.

8. The vehicle body structure as described in claim 7, characterized in that, The first bracket has an open box-shaped pocket portion that is installed on the outer side of the bumper reinforcement in the vehicle longitudinal direction and is open on the inner side in the vehicle longitudinal direction, and a sheet metal body housed in the pocket portion. The first bumper bracket is combined with the bumper reinforcement, and its top end abuts against the inner end of the pocket in the vehicle front-rear direction and the inner end of the sheet metal body in the vehicle front-rear direction.

9. The vehicle body structure as described in claim 3, characterized in that, The plurality of first bearing portions are plurality of first brackets that are separate from the bumper reinforcement. Multiple first brackets are mounted on the bumper reinforcement and protrude outward in the vehicle's longitudinal direction and downward in the vehicle's vertical direction compared to the bumper reinforcement. The left and right second bearing parts are separate from the bumper reinforcement components. The left and right second brackets are mounted on the bumper reinforcement and protrude outward in the front-rear direction and downward in the vertical direction compared to the bumper reinforcement.

10. The vehicle body structure as described in claim 9, characterized in that, Multiple first brackets are symmetrically arranged on the left and right sides between the center of the vehicle width direction and the left and right frame components.

11. The vehicle body structure as described in claim 10, characterized in that, The bumper reinforcement includes an elongated base component, which is mounted on the outer side of the bumper reinforcement in the vehicle's longitudinal direction and extends in the vehicle's width direction, connecting multiple first brackets and left and right second brackets along the vehicle's width direction. Multiple first brackets and left and right second brackets are mounted on the bumper reinforcement via the elongated base component.

12. The vehicle body structure as described in any one of claims 9 to 11, characterized in that, have: Multiple first bumper brackets are combined with the bumper reinforcement, and their top ends abut against the inner ends of the multiple first brackets in the vehicle front-rear direction. The left and right second bumper brackets are combined with the bumper reinforcement, and their top ends abut against the inner ends of the left and right second brackets in the vehicle front-rear direction.

13. The vehicle body structure as described in claim 12, characterized in that, The first bracket and the second bracket, or both of them, have an open box-shaped pocket portion that is installed on the outer side of the bumper reinforcement in the vehicle longitudinal direction and is open on the inner side in the vehicle longitudinal direction, and a sheet metal body housed in the pocket portion. Either or both of the first bumper bracket and the second bumper bracket are combined with the bumper reinforcement, and their top ends abut against the inner end of the pocket portion in the vehicle's front-rear direction and the inner end of the sheet metal body in the vehicle's front-rear direction.

14. The vehicle body structure as described in claim 3, characterized in that, Multiple first bearing parts and left and right second bearing parts protrude downward in the vertical direction of the vehicle to a predetermined ground clearance height.

15. The vehicle body structure as described in claim 9, characterized in that, Multiple first brackets and left and right second brackets protrude downwards in the vertical direction of the vehicle to a predetermined ground clearance height.

Images