FRONT STRUCTURE OF VEHICLE BODY
Patent Information
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- SUZUKI MOTOR CORP
- Filing Date
- 2019-10-30
- Publication Date
- 2026-07-31
AI Technical Summary
Existing vehicle chassis structures concentrate load on the upper and lower parts of the bumper reinforcement during collisions, leading to local deformation and potential charge concentration, which may cause injury and structural damage.
A vehicle body front structure comprising a front side member, a strut tower, a fender apron, a first member extending vertically, a reinforcing member with a flat plate portion, and a second element connecting the reinforcing member and the fender apron, designed to disperse impact loads and prevent local deformation by allowing deformation at specific points and maintaining the flat plate portion perpendicular to the direction of travel.
The structure effectively disperses impact loads over a broader surface, preventing local deformation and maintaining structural integrity by absorbing impacts and transmitting loads to rear members, thereby reducing the risk of injury and structural damage.
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Abstract
Description
Description Title of the invention: FRONT BODY STRUCTURE VEHICLE technical field
[0001] The present invention relates to a front structure of a vehicle body. Previous technique
[0002] = A vehicle chassis structure is described in Document JP2017-30700, by Example. In the vehicle chassis structure described in the Document JP2017-30700, a cross member extending in the direction of the vehicle's width stretches in front of a pair of left and right side rails, and a bumper reinforcement is positioned in front of the side rails. In Document JP 2017-30700, parts of Load reception areas are respectively provided on external lateral surfaces side rails in the direction of the vehicle's width at parts of junction of the side rails and the crossbeam.
[0003] Furthermore, in Document JP 2017-30700, the bumper reinforcement is provided at level of a curved section that is open at the front end of the vehicle when a load is introduced from the front end of the vehicle towards the inside in the direction of the vehicle's width from the side rail. Furthermore, in the Document JP 2017-30700, the bumper reinforcement is coupled with projections arranged to engage with the load-receiving parts when a load coming the front end of the vehicle is introduced outwards in the direction of the Vehicle width measured from the side rail in the curved section. According to the document JP 2017-30700, with such a configuration, in the case of a collision in which a load from the front end of the vehicle is introduced outwards into the direction of the vehicle's width from the side rail in the curved section, the The load is efficiently transmitted from the side rail to the opposite side in the direction the width of the vehicle via the crossmember.
[0004] — In the vehicle chassis structure described in Document JP 2017-30700, reinforcement elements interposed between the load-bearing parts and the cross member are also arranged inside the side rails. By providing the elements of reinforcement between the bumper reinforcement and the side rails in this way, it is It is possible to prevent the bumper reinforcement from breaking inwards towards the vehicle. at the time of a staggered collision, and the extent of a passenger's injuries can to be reduced.
[0005] — However, with the configuration as described in Document JP 2017-30700, It can happen that a charge is concentrated only on the upper and lower parts. lower than the bumper reinforcement, because the deformation of the bumper reinforcement is suppressed. As a result, a load concentration in the collision body is likely to occur, which can cause localized deformation of the collision body. In light of these problems, the present invention aims to provide a front vehicle body structure capable of suppressing load concentration in a colliding body and preventing local deformation of the colliding body. Summary To resolve the above problems, a representative configuration of a front vehicle body structure comprising a front lateral element extending in the longitudinal direction from the side of an engine assembly mounting compartment located at the front of a vehicle, the front vehicle body structure further comprising: a strut turret arranged on the outside in the direction of the width of the vehicle of the front lateral element, and to which a suspension is attached; a wing apron positioned on the front side of the strut turret and on the outside in the direction of the width of the vehicle of the front lateral element; a first element fixed to the front end of the front lateral element and extending in the vertical direction; a reinforcing element fixed to the outer side in the width direction of the vehicle from the lower end of the first element, the reinforcing element having a flat plate portion facing the front of the vehicle over a predetermined length in the vertical direction; and a second element connecting the reinforcement element and the wing apron. According to the present invention, it is possible to provide a front structure for a vehicle body capable of suppressing a concentration of load in a colliding body and preventing local deformation of the colliding body. According to one embodiment, the front end of the front lateral element and the first element are fixed to make it deformable upon receiving a load at the time of a collision, and The second element includes: a front lateral part connected to the rear side of the flat plate part of the reinforcement element and extending upwards parallel to the flat plate part; a central section curved towards the rear of the vehicle at the level of the upper end of the front side section and inclined upwards as it extends towards the rear of the vehicle; and a rear side section curved towards the rear of the vehicle at the level of the upper end of the middle section, and which extends parallel to the element front side. According to one embodiment, the rear end of the second element is connected to the front side element and the wing apron, and the middle part of the second element is inclined outwards in the direction of the width of the vehicle extending towards the front of the vehicle. According to one embodiment, the second element has a rectangular or hat-shaped wave-shaped cross-section that protrudes towards the upper or front side of the vehicle. The projecting dimension of the cross-section is greatest at the rear lateral part and decreases as it extends towards the middle and front lateral parts, and The width of the cross-section in the direction of the vehicle's width is narrower at the midsection than at the front and rear side sections. According to one embodiment, the front lateral element comprises: a first region extending backwards from the front end; a second region extending from the rear side of the first region; and a third region extending from the rear side of the second region, The first and third regions have a greater rigidity than the second region, and The boundary between the first region and the second region and the boundary between the middle part and the rear lateral part of the second element are arranged in the same position in the longitudinal direction of the vehicle. Brief description of the drawings Other features, details, and advantages will become apparent upon reading the detailed description below and analyzing the attached drawings, in which: Fig. 1 [fig.1] Fig. 1 is a general perspective view of a front structure of a vehicle body according to the present embodiment. Fig. 2 [fig.2] Fig. 2 is an enlarged view of the front structure of the vehicle body of Fig. 1. Fig. 3 [Fig. 3] Fig. 3 is a view showing a state in which elements are located behind a front lateral element of Fig. 2, observed from the front side. Fig. 4 [fig.4] Fig. 4 is a view showing a state in which the front structure of the body The vehicle in Fig. 1 is viewed from the outside of the vehicle. Fig. 5 [Fig. 5] Fig. 5 is a view showing a state in which the front structure of the vehicle body of Fig. 1 is observed from the inside of the vehicle. Fig. 6 [fig.6] Fig. 6 is a schematic cross-sectional view showing a cross-sectional shape of a second element. Description of the implementation methods A front vehicle body structure according to one aspect of the present invention is a front vehicle body structure comprising a front side element extending in the longitudinal direction from the side of an engine assembly compartment located at the front of a vehicle, the front vehicle body structure further comprising: a strut turret which is disposed on the outside in the direction of the vehicle's width of the front side element, and to which a suspension is attached; a wing apron is disposed on the front side of the strut turret and on the outside in the direction of the vehicle's width of the front side element; a first element fixed to the front end of the front side element and extending in the vertical direction;a reinforcing element fixed to the outer side in the width direction of the vehicle from the lower end of the first element, the reinforcing element having a flat plate portion facing the front of the vehicle over a predetermined length in the vertical direction; and a second element connecting the reinforcing element and the wing apron. With the above configuration, the reinforcement element can be supported by the second element when a load is applied from the front to the reinforcement element during a collision. This prevents the reinforcement element from tilting outwards along the vehicle's width, and the flat plate portion of the reinforcement element can be properly aligned. Consequently, the impact of the colliding body is absorbed across the broad surface of the flat plate portion, and the impact load is dispersed. Therefore, it is possible to eliminate load concentration on the colliding body and prevent localized deformation of the colliding body. The front end of the front side element and the first element can be fixed to make it deformable upon receiving a load during a collision, and the second element can comprise: a front side portion connected to the rear side of the flat plate portion of the reinforcement element and extending upwards parallel to the flat plate portion; a mid-section curved towards the rear of the vehicle at the level of the upper end of the front side portion and inclined upwards extending towards the rear of the vehicle; and a rear side portion curved towards the rear of the vehicle at the level of the upper end of the middle portion and extending parallel to the front side element. With the above configuration, a colliding body can also be received by the front lateral section of the second element. Consequently, since the colliding body can be received with a larger surface area, it is possible to disperse the impact load more effectively and enhance the aforementioned effects. Similarly, when a load is applied from the front during a collision, the front lateral element deforms at its interface with the first element. At this point, the second element is also deformed so that the middle and rear lateral sections fold towards the rear of the vehicle, flexing at the interface between the front lateral and middle sections, and at the interface between the middle and rear lateral sections. As a result, the front lateral section remains vertical, thus preventing the flat plate portion of the reinforcement element from deforming by folding rearward.The rear end of the second element can be connected to the front side member and the fender apron, and the middle section of the second element can be angled outwards along the vehicle's width, extending towards the front of the vehicle. In this way, when an oblique load is applied from the outside inwards along the vehicle's width during an offset collision, the load can be transferred from the second element to components, such as the front side member and the fender apron, that are located to the rear of the vehicle relative to the second element. Therefore, the second element can reliably support the reinforcement element, and deformation of the reinforcement element in the oblique direction can be prevented.Consequently, the arrangement of the flat plate portion of the reinforcing element can be properly maintained, and a colliding body can be received over a wide area. The second element may have a rectangular wave-shaped or hat-shaped cross-section that protrudes towards the upper or front side of the vehicle; the protruding dimension of the cross-section may be greatest at the rear side and decreases as it extends towards the middle and front side; and the width of the cross-section in the direction of the vehicle's width may be narrower at the middle than at the front and rear side. In this way, by transforming the cross-section of the second element into a rectangular wave shape or a hat shape, high rigidity can be achieved at a non-collision moment, and the impact can be sufficiently absorbed at the moment of a collision. Furthermore, by varying the protrusion dimension of the cross-section, it is possible to promote, during impact, bending at the boundary between the front lateral part and the middle part, and at the boundary between the middle part and the rear lateral part. The front lateral element may include: a first region extending rearward from the front end; a second region extending from the rear side of the first region; and a third region extending from the rear side of the second region, the first and third regions having greater rigidity than the second region, and the boundary between the first and second regions and the boundary between the middle and rear lateral parts of the second element are arranged in the same position in the longitudinal direction of the vehicle. With the above configuration, when the first element moves rearward from the vehicle due to a load during a collision, the boundary between the first and second regions of the front lateral element and the boundary between the middle and rear lateral sections of the second element are deformed to the same position along the vehicle's longitudinal axis. In this way, the flat plate portion of the reinforcement element attached to the first element and the front lateral section of the second element can be kept parallel to the front surface of the first element. Consequently, it is possible to more effectively prevent local deformation of a colliding body from a colliding object. Preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values indicated in these embodiments are merely examples to facilitate understanding of the present invention and shall not be construed as a limitation of the invention unless otherwise stated. It should be noted that elements performing substantially identical functions and configurations are designated by identical reference numbers in this description and in the drawings, and any redundant descriptions have therefore been omitted. Furthermore, illustrations of elements not directly relevant to the present invention have been omitted. Fig. 1 is a general perspective view of a front vehicle body structure 100 according to the present embodiment. Fig. 2 is an enlarged view of the front vehicle body structure 100 of Fig. 1. In the present embodiment, the right side of the vehicle body (not fully shown) is described by way of example, but the present invention is also applicable to the left side. Furthermore, in the drawings used in the following description, the directions front, rear, left, right, top, and bottom with respect to the aforementioned occupant shall be designated by the letters Av, Ar, L, R, Top, Bottom, as required. As illustrated in Fig. 1 and 2, in the front structure of the vehicle body 100 of this embodiment, a front side element 110 extending in the front-to-rear direction is arranged on the side of an engine assembly mounting compartment 100a located at the front of the vehicle. Fig. 3 is a view showing a configuration in which elements are located behind the front side member 110 of Fig. 2, observed from the front side. As illustrated in Fig. 3, a strut turret 102, to which a suspension (not shown) is attached, is arranged on the outer side, in the direction of the vehicle's width, of the front side member 110. A fender apron 104 is arranged on the front side of the strut turret 102 and on the outer side, in the direction of the vehicle's width, of the front side member 110. In addition to the aforementioned elements, the front vehicle body structure 100 of this embodiment further comprises a first element 120, a reinforcement element 130 and a second element 140. The first element 120 is an element fixed to the front end of the front side element 110 and extending in the vertical direction, and is a radiator support spacer of this embodiment. The reinforcement element 130 is an element attached to the outer side, in the width direction of the vehicle, of the lower end of the first element 120, and is a front element on the fender side of this embodiment. The reinforcement element 130 includes a portion of a flat plate 130a that extends in the width direction of the vehicle and faces the front of the vehicle, extending over a predetermined length in the vertical direction. The second element 140 is an element connecting the reinforcement element 130 and the fender apron 104, and is a front element of the fender apron of this embodiment. As mentioned above, because the reinforcement element 130 is attached to the second element 140, the reinforcement element 130 can be supported by the second element 140 when a load is applied from the front to the reinforcement element 130 during a collision. Consequently, it is possible to prevent the flat plate portion 130a of the reinforcement element 130 from tilting outwards in the direction of the vehicle's width, and preferably to maintain the orientation of the flat plate portion 130a perpendicular to the direction of travel. Furthermore, a colliding body can be received by the flat plate portion 130a, which has a wide surface area in both the vertical and width directions of the vehicle, and thus the impact load is dispersed. Therefore, load concentration in the colliding body can be eliminated, and local deformation of the colliding body can be prevented. Fig. 4 is a view showing a state in which the front body structure of vehicle 100 from Fig. 1 is observed from the outside of the vehicle. Fig. 5 is A view showing a state in which the front vehicle body structure 100 of Fig. 1 is observed from the inside of the vehicle. The front end of the front side element 110 and the first element 120 shown in Fig. 4 are fixed to allow deformation upon receiving a load during a collision (a fixed point P1). Furthermore, as shown in Fig. 4, in the front vehicle body structure 100 of this embodiment, the second element 140 comprises a front side portion 142, a mid-section 144, and a rear side portion 146. The front side part 142 is a part that is connected to the rear side of the flat plate part 130a of the reinforcement element 130 (see Fig. 2) and extends upwards parallel to the flat plate part 130a. The middle part 144 is a part that curves towards the rear of the vehicle at the upper end of the front side part 142, and is inclined upwards as it extends towards the rear of the vehicle. The rear side part 146 is a part which curves towards the rear of the vehicle at the upper end of the middle part 144, and extends parallel to the front side element 110. Hereafter, for convenience of description, the boundary between the front side part 142 and the middle part 144 is called a first bent part 148a, and the boundary between the middle part 144 and the rear side part 146 is called a second bent part 148b. Since the second element 140 has its front lateral portion 142 parallel to the flat plate portion 130a, as in the configuration above, the front lateral portion 142 can also receive the colliding object. Consequently, because the colliding body can be received with a larger surface area, it is possible to disperse the impact load more effectively and enhance the aforementioned effects. Similarly, when a load is applied from the front during a collision, the front side element 110 deforms at its boundary with the first element 120. At this point, the second element 140 is also bent to protrude upwards at the first bent section 148a and the second bent section 148b, so that the middle section 144 and the rear side section 146 are deformed and folded towards the rear of the vehicle. As a result, the front side section 142 remains vertical, thus preventing the flat plate section 130a of the reinforcement element 130 from being deformed and folded rearwards. Furthermore, in the present embodiment, the rear end of the second element 140 is connected to the front side element 110 and the wing apron 104. Then, as shown in Fig. 3, the middle part 144 of the second element 140 is inclined outwards in the direction of the width of the vehicle extending towards the front of the vehicle. In this way, when a load in an oblique direction is applied from In an offset collision, the load can be transferred from the second element 140 to elements, such as the front side element 110 and the fender apron 104, which are located behind the second element. As a result, the second element 140 reliably supports the reinforcement element 130, and deformation of the flat plate portion 130a of the reinforcement element 130 in an oblique direction can be prevented. Consequently, the arrangements of the flat plate portion 130a of the reinforcement element 130 and the front side portion 142 of the second element 140 can be adequately maintained, and the impacted body can be absorbed over a wide area. Fig. 6 is a schematic cross-sectional view showing the cross-sectional shape of the second element 140. In the present embodiment, as shown in Fig. 6(a), the second element 140 has a hat-shaped cross-section. Specifically, the front side portion 142 and the middle portion 144 each have a hat-shaped profile projecting towards the front of the vehicle, and the rear side portion 146 has a hat-shaped profile projecting towards the top. With this configuration, the second element 140 can achieve high rigidity at a non-collision moment and can sufficiently absorb the impact during a collision. Although the hat shape illustrated in Fig. 6(a) has been shown in this embodiment, the shape is not limited to it. The same effect as mentioned above can be obtained by defining the cross-sectional shape of the second element 140 on a cross-sectional shape illustrated in Fig. 6(b), in which the shape of the space in the closed cross-section is a protruding shape, or by defining the cross-sectional shape of the second element 140 on a rectangular wave-type cross-sectional shape, as illustrated in Fig. 6(c), in which the lower or rear side of the vehicle is open. Furthermore, in this embodiment, the dimension H of the second element 140 that protrudes into the cross-section is defined to be greatest at the rear side section 146, and to be smaller extending towards the midsection 144 and the front side section 142. Then, the width L of the cross-section in the direction of the vehicle's width is defined to be narrower at the midsection 144 than at the front side section 142 and the rear side section 146. With this configuration, a load tends to concentrate on the boundary between the front side section 142 and the midsection 144, and on the boundary between the midsection 144 and the rear side section 146, in other words, the first folded section 148a and the second folded section 148b. Therefore, the deformation of the first folded part 148a and the second folded part 148b can be favored at the time of a collision. Here, reference is again made to Fig. 4. In the front structure of the vehicle body 100 of this embodiment, the front side element 110 comprises a first region 112, a second region 114, and a third region 116. The first region 112 is a portion extending rearward from the front end. The second region 114 is a portion extending from the rear side of the first region 112 toward the rear of the vehicle. The third region 116 is a portion extending from the rear side of the second region 114 toward the rear of the vehicle. Reinforcing shapes 118a extending in the longitudinal direction of the vehicle are formed in the first region 112 and the third region 116. With this configuration, the first region 112 and the third region 116 have a greater rigidity than the second region 114. Similarly, a readily deformable shape 118b extending in the vertical direction of the vehicle is formed in the second region 114. With this configuration, the first region 112 and the third region 116 still have a relatively greater rigidity than the second region 114. As illustrated in Fig. 5, a brittle form 118c, which is more fragile than its surroundings, extending in the vertical direction, is formed on the inner lateral surface of the vehicle, at the rear end of the third region 116 of the front lateral element 110. With this configuration, at the rear end of the third region 116, deformation in the longitudinal direction of the vehicle is favored when a collision load is applied. Consequently, when a load is applied to the front lateral element 110 at the moment of a collision, the front lateral element 1 LO deforms and protrudes inward toward the vehicle at the easily deformable form 118b and outward toward the vehicle at the brittle form 118c. In this embodiment, the boundary B1 between the first region 112 and the second region 114 and the boundary B2 between the midsection 144 and the rear side section 146 of the second element 140, i.e., the second folded section 148b, are arranged in the same position in the longitudinal direction of the vehicle. With this configuration, when the first element 120 moves towards the rear of the vehicle due to a load during a collision, the boundary B1 between the first region 112 and the second region 114 of the front side element 110 and the boundary B2 between the midsection 144 and the rear side section 146 of the second element are deformed at the same position in the longitudinal direction of the vehicle. As mentioned above, with the front lateral element 110 and the second element 140 deformed in the same position in the longitudinal direction of the vehicle, at the front end of the vehicle body, it is possible to eliminate the variation of The rigidity of the deformed portions of the reinforcing element 130, the first element 120, and the second element 140 is reduced. Consequently, because the flat plate portion 130a of the reinforcing element 130 and the front lateral portion 142 of the second element 140 can be kept parallel to the front surface of the first element 120, the difference in the magnitude of the deformation can be minimized, and these portions are deformed uniformly. Therefore, it is possible to more effectively prevent local deformation of a colliding body or object. Although the preferred embodiment of the present invention has been described with reference to the accompanying drawings, it will be understood that the present invention is not limited to the embodiment described above. It will be obvious to a person skilled in the art that various modifications and variations can be made while remaining within the scope of the invention as defined in the attached claims, and that such modifications and variations should be considered as being included within the technical scope of the present invention. The present invention can be used for a front structure of a vehicle body. List of reference signs 100... front structure of vehicle body; 100a... engine assembly mounting compartment; 102. strut turret; 104. wing apron; 110. front lateral element; 112... first region; 114... second region; 116. Third region; 118a… form of reinforcement; 118b… easily deformable shape: 120... first element; 130. Reinforcing element: 130a… part of a flat plate; 140... second element; 142. front part; 144... middle part; 146. rear side section; 148a... first part folded; 148b... second part folded.
Claims
Demands
1. Front structure of vehicle body (100) comprising an element front lateral (110) extending in the longitudinal direction of the side of a engine assembly mounting compartment (100a) located at the front of a vehicle, the front structure of the vehicle body (100) comprising in besides : a strut turret (102) arranged on the outside in the direction of the vehicle width of the front side element (110), and to which a suspension is fixed; a wing apron (104) arranged on the front side of the leg turret force (102) and on the outside in the direction of the width of the vehicle of the front lateral element (110); a first element (120) fixed to the front end of the lateral element before (110) and extending in the vertical direction; a reinforcing element (130) fixed to the outer side in the direction of the vehicle width from the lower end of the first element (120), the reinforcing element (130) having a flat plate portion (130a) facing the front of the vehicle over a predetermined length in the vertical direction; and a second element (140) connecting the reinforcing element (130) and the wing apron (104).
2. Front structure of vehicle body (100) according to claim 1, in which the front end of the front lateral element (110) and the first element (120) are fixed to make it deformable upon receipt of a charge at the moment of a collision, and the second element (140) comprises: a front side portion (142) connected to the rear side of the portion flat plate (130a) of the reinforcing element (130) and extending towards the high parallel to the flat plate part (130a); a central portion (144) curved towards the rear of the vehicle at level of the upper end of the front side part (142) and inclined upwards while extending towards the rear of the vehicle: And a rear lateral part (146) curved towards the rear of the vehicle at the level of the upper end of the middle section (144), and which extends parallel to the front lateral element (110).
3. Front structure of vehicle body (100) according to claim 2, in which the rear end of the second element (140) is connected to the element front side (110) and wing apron (104), and the middle part (144) of the second element (140) is inclined towards the outer side in the direction of the vehicle's width, extending in direction of the front of the vehicle.
4. Front structure of vehicle body (100) according to claim 2 or 3, in which the second element (140) has a wave-shaped cross-section rectangular or hat-shaped that protrudes towards the side upper or front side of the vehicle the projecting dimension of the cross-section is the largest at level of the rear lateral part (146) and decreases as it extends towards the middle section (144) and the front lateral section (142), and the width of the cross-section in the direction of the width of the vehicle is narrower in the middle section (144) than at the level of the front side section (142) and the rear side section {146).
5. Front structure of vehicle body (100) according to any one of the claims 2 to 4, in which The front lateral element (110) comprises: a first region (112) extending backwards from the end Before ; a second region (114) extending from the rear side of the first region (112); and a third region (116) extending from the rear side of the second region (114), first region (112) and third region (116) have a rigidity greater than that of the second region (114), and the boundary between the first region (112) and the second region (114) and the boundary between the median part (144) and the rear lateral part (146) of the second element (140) are arranged in the same position in the longitudinal direction of the vehicle.