Vehicle front structure

Abstract

This invention makes it possible to suppress the disruption of the load path caused by cracking in an aluminum alloy front module. [Solution] The front module 10 is integrally molded with a skeletal portion and a panel portion in the front region of the vehicle. The front module 10 is also provided with an upper side support 24 (side end skeletal portion) at the outer end in the vehicle width direction. Furthermore, the front module 10 is made of aluminum alloy. The brace 50 is connected to the upper side support 24. Vertical ribs 25 and horizontal ribs 26 are formed in a grid pattern on the upper side support 24. The vertical ribs 25 and horizontal ribs 26 extend to the outer end in the vehicle width direction of the upper side support 24. The brace 50 is provided with a plate-shaped vertical flange 55B. The vertical flange 55B is positioned further outward in the vehicle width direction than the upper side support 24. Furthermore, the vertical flange 55B covers the outer end in the vehicle width direction of the upper side support 24.

Description

Technical Field

[0001] This specification discloses a vehicle front structure.

Background Art

[0002] The vehicle collision test includes a small overlap test. In the small overlap test, the overlap rate between the vehicle and the barrier is set to 25%.

[0003] In Patent Document 1, a side frame is provided at the front of the vehicle. The side frame extends in the longitudinal direction of the vehicle. A bumper lining force is provided at the front end of the side frame. In the small overlap test, the barrier collides with the bumper lining force. This collision load is transmitted from the bumper lining force to the side frame.

[0004] Also, the load input to the side frame is transmitted to the tower bar. The tower bar connects a pair of suspension towers. The tower bar transmits the collision load to the side opposite to the side of the vehicle where the barrier has collided. In this way, the skeletal members and reinforcing members serve as the load transmission path. Such a transmission path is also called a load path. By transmitting the collision load within the load path, the load is dispersed.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] Incidentally, vehicles are sometimes equipped with a front module. A front module is a large molded part in which the skeletal and panel portions of the vehicle's front region are integrally molded. For example, a front module is manufactured using aluminum die-casting.

[0007] It is known that materials containing aluminum deform in a localized elongation (point elongation) manner. In localized elongation, the deformation load is concentrated at the deformation initiation point (in other words, the load input point). In contrast, steel materials deform in a uniform manner. In uniform elongation, the deformation initiation point and its surroundings deform uniformly. Due to these differences in deformation manner, aluminum alloys have lower toughness compared to steel materials. As a result, aluminum alloys are susceptible to cracking at the deformation initiation point (load input point).

[0008] The skeletal structure of the front module is provided with multiple ribs arranged in a grid pattern. If these ribs are exposed to the barrier, there is a risk that they may collide with the barrier and break during a small overlap test. This breakage of the ribs may then disrupt the load path. Therefore, this specification discloses a vehicle front structure made of aluminum alloy that can suppress the disruption of the load path. [Means for solving the problem]

[0009] This specification discloses a vehicle front structure. This structure comprises a front module and a brace. The front module is integrally molded with a skeletal portion and a panel portion in the front region of the vehicle. The front module also includes a side end skeletal portion at its outer end in the vehicle width direction. The side end skeletal portion extends in the vehicle longitudinal direction. Furthermore, the front module is made of aluminum alloy. The brace is connected to the side end skeletal portion. Ribs are formed in a grid pattern on the side end skeletal portion. The ribs extend to the outer end in the vehicle width direction of the side end skeletal portion. The brace includes a plate-shaped flange. The flange is positioned further outward in the vehicle width direction than the side end skeletal portion. Furthermore, the flange covers the outer end in the vehicle width direction of the side end skeletal portion.

[0010] According to the above configuration, the outer end of the front module in the vehicle width direction is covered by a flange. In other words, the grid-like ribs are covered by plate-like flanges. The flange takes over the contact surface with the barrier from the ribs, thereby suppressing cracking of the ribs.

[0011] Furthermore, in the above configuration, the brace may be provided with external fastening points. These external fastening points are fastened to the front module. The external fastening points are also provided further inward in the vehicle width direction than the side end frame portion.

[0012] According to the above configuration, even if the side end frame portion cracks, the opening of the outer fastening point is suppressed.

[0013] Furthermore, in the above configuration, the front structure of the vehicle may be equipped with reinforcing members. The reinforcing members are positioned in the center of the front module in the vehicle width direction. The reinforcing members also extend in the vehicle width direction. The braces connect the side end frame portions to the reinforcing members. In addition, the braces are provided with additional fastening points to the front module between the outer fastening points and the longitudinal central portion of the braces.

[0014] In a small overlap test, the impact load of the barrier is applied to the side end frame. If the side end frame cracks, the flange of the brace takes over the impact load. Furthermore, if the front module cracks, the outer fastening points of the brace may become loose (detach). With the above configuration, even after the outer fastening points become loose, the additional fastening points support the brace. As a result, the brace can transmit the impact load to the reinforcing members. [Effects of the Invention]

[0015] According to the vehicle front structure disclosed herein, in an aluminum alloy front module, the disruption of the load path due to cracking of the ribs can be suppressed. [Brief explanation of the drawing]

[0016] [Figure 1] This is an exploded perspective view illustrating the structure of a vehicle. [Figure 2] It is a perspective view illustrating the front side surface of the front module. [Figure 3] It is a perspective view when a brace and a tower bar are fastened to the front module. [Figure 4] It is a plan view when a brace and a tower bar are fastened to the front module. [Figure 5] It is a plan view illustrating the relative positions of the barrier and the vehicle in a small overlap test.

Embodiments for Carrying out the Invention

[0017] In FIGS. 1 to 5, the vehicle front structure according to this embodiment is illustrated. The vehicle front structure according to this embodiment is mounted on a battery electric vehicle (BEV).

[0018] In FIGS. 1 to 5, the vehicle front-rear direction is indicated by the FR axis. The vehicle width direction is indicated by the RW axis. The vertical direction is indicated by the UP axis. The positive direction of the FR axis is the front. The positive direction of the RW axis is the right. The positive direction of the UP axis is the height direction.

[0019] Also, in FIGS. 2 to 5, the structure of the left side portion of the vehicle is illustrated. However, based on the symmetry of the vehicle body structure, the structure of the right side portion of the vehicle also corresponds to that in FIGS. 2 to 5.

[0020] 1. Vehicle Structure In FIG. 1, the skeletal structure of the vehicle and the battery pack 34 are illustrated. The skeletal structure of the vehicle includes a front module 10, a frame 30, and a rear module 32.

[0021] The front module 10 is a large component in which the skeletal part and the panel part in the front area of the vehicle are integrally formed. The detailed structure of the front module will be described later. The rear module 32 is a large component in which the skeletal part and the panel part in the rear area of the vehicle are integrally formed. The frame 30 is disposed between the front module 10 and the rear module 32. The frame 30 has, for example, a rectangular frame shape. The frame 30 supports the battery pack 34.

[0022] 2. Front Module The front module 10 is a large component made of an aluminum alloy. The front module 10 is manufactured, for example, by die casting.

[0023] Referring to FIG. 2, a bumper lining force 36 is disposed in front of the front module 10. The bumper lining force 36 is a reinforcing component disposed on the front surface of the vehicle. The bumper lining force 36 is connected to the side member 18 (see FIG. 1) via an extension 38. The extension 38 extends in the longitudinal direction of the vehicle. The front end of the extension 38 is connected to the bumper lining force 36. The rear end of the extension 38 is connected to the side member 18.

[0024] The front module 10 is disposed between a pair of front wheels of the vehicle. The front module 10 includes, as panel parts, a pair of wheelhouse panels 14, 14 and a dash panel 16. The front module 10 also includes, as skeletal parts, a pair of side members 18, 18, a pair of radiator supports 20, 20, and a pair of suspension towers 12, 12.

[0025] A wheel 100 (see FIG. 4) is housed in the wheelhouse panel 14. The wheelhouse panel 14 has a shape that is recessed inward of the vehicle. The dash panel 16 connects the pair of wheelhouse panels 14, 14.

[0026] A pair of side members 18, 18 are connected to an extension 38 (see Figure 2). The side members 18 extend in the longitudinal direction of the vehicle. The rear end of the side members 18 is connected to the frame 30.

[0027] Referring to Figure 2, the radiator support 20 comprises a front support 22 and an upper side support 24. The front support 22 extends vertically. The front end of the upper side support 24 is connected to the upper end of the front support 22. The upper side support 24 extends in the longitudinal direction of the vehicle. More specifically, referring to Figure 4, the front portion of the upper side support 24 extends diagonally. That is, the front portion of the upper side support 24 extends inward and forward in the vehicle width direction.

[0028] The upper side support 24 is provided at the outer end in the vehicle width direction of the front module 10. Based on this arrangement, the upper side support 24 will be referred to as the side end frame portion below as appropriate. The upper side support 24 is also positioned above the bumper reinforcement 36 (see Figure 2) and the side member 18 (see Figure 1).

[0029] Ribs are formed as a reinforcing structure on the front support 22 and the upper side support 24 (side end frame portion). The ribs are formed in a grid pattern and extend in the vehicle width direction.

[0030] For example, the upper side support 24 comprises multiple vertical ribs 25 and horizontal ribs 26. For example, a pair of horizontal ribs 26 are arranged vertically. Multiple vertical ribs 25 are arranged between the vertically arranged horizontal ribs 26, 26.

[0031] The vertical ribs 25 and horizontal ribs 26 form a grid-like reinforcing structure on the upper side support 24. The vertical ribs 25 and horizontal ribs 26 extend in the vehicle width direction. Furthermore, the vertical ribs 25 and horizontal ribs 26 extend to the outer end of the upper side support 24 in the vehicle width direction. In other words, the outer surface of the upper side support 24 in the vehicle width direction is grid-like.

[0032] Referring to Figure 1, a pair of suspension towers 12, 12 are fitted with a suspension mechanism (not shown). A tower bar 62 is positioned between the pair of suspension towers 12, 12. The detailed structure of the tower bar 62 will be described later.

[0033] Referring to Figures 2 and 3, the suspension tower 12 is positioned in the center of the wheelhouse panel 14 in the longitudinal direction. Reinforcing ribs are formed on the suspension tower 12. These ribs extend from the suspension tower 12 in the longitudinal direction. In other words, reinforcing ribs are also formed on the wheelhouse panel 14.

[0034] Referring to Figures 2 and 3, the suspension tower 12 and wheelhouse panel 14 have multiple longitudinal ribs 60A-60C and transverse ribs 61A-61D formed thereon. The longitudinal ribs 60A, 60B, and 60C extend in the longitudinal direction of the vehicle. The transverse ribs 61A-61D extend in the width direction of the vehicle.

[0035] Fastening holes are drilled in the suspension tower 12 for fastening the brace 50 (see Figure 4) and the tower bar 62. For example, fastening holes 72A-72C are drilled in the inner end of the suspension tower 12 in the vehicle width direction.

[0036] The wheelhouse panel 14 is also provided with fastening holes for fastening the brace 50. For example, the wheelhouse panel 14 is provided with pipes 70A, 70B, 71A, and 71B.

[0037] Pipes 70A, 70B, 71A, and 71B are erected from the panel surface of the wheelhouse panel 14. Pipes 70A and 70B are provided in the area of ​​the wheelhouse panel 14 closer to the upper side support 24. In other words, pipes 70A and 70B are provided in the connection area with the wheelhouse panel 14. The connection area refers to the area of ​​the wheelhouse panel 14 that connects to the upper side support 24.

[0038] Furthermore, pipes 71A and 71B are positioned further inward in the vehicle width direction than pipes 70A and 70B. When considering the path connecting pipes 70A and 70B to fastening holes 72A and 72B, pipes 71A and 71B are positioned between the longitudinal center of the path and pipes 70A and 70B.

[0039] Figure 4 shows an example of a plan view of the vehicle's front structure. As will be described later, pipes 71A and 71B are aligned with the additional fastening points 51A and 51B of the brace 50. The additional fastening point 51A and pipe 71A are positioned at a width W1 from the vehicle's side end in the vehicle width direction. The width W1 is a value exceeding 25% of the vehicle's total width. That is, in the small overlap test, pipe 71A is positioned inward from the barrier 110 in the vehicle width direction. The additional fastening point 51B may also be positioned at a width W1 from the vehicle's side end in the vehicle width direction.

[0040] As will be described later, the outer fastening points 50A and 50B of the brace 50 are aligned with the pipes 70A and 70B. Therefore, the pipes 70A and 70B can be considered the outer fastening points on the wheelhouse panel 14 side.

[0041] As will be described later, the additional fastening points 51A and 51B of the brace 50 are aligned with the pipes 71A and 71B. Therefore, the pipes 71A and 71B can be considered additional fastening points on the wheelhouse panel 14 side.

[0042] As illustrated in Figures 2 and 3, pipe 70A is provided so as to intersect with the longitudinal rib 60A and the transverse rib 61A. Similarly, pipe 70B is provided so as to intersect with the longitudinal rib 60B and the transverse rib 61B. In other words, pipe 70A is reinforced by the longitudinal rib 60A and the transverse rib 61A. Similarly, pipe 70B is reinforced by the longitudinal rib 60B and the transverse rib 61B.

[0043] 3. Strut bar Referring to Figure 1, the tower bar 62 is a reinforcing member that increases the rigidity of the front section of the vehicle. The tower bar 62 is made of, for example, steel. In other words, the tower bar 62 has higher toughness compared to the front module 10 which is made of aluminum alloy.

[0044] The tower bar 62 is positioned in the center of the front module 10 in the vehicle width direction. Referring to Figure 1, the tower bar 62 extends in the vehicle width direction. The tower bar 62 also connects a pair of suspension towers 12, 12. Fastening points are provided at both ends of the tower bar 62 in the vehicle width direction. Referring to Figure 3, outer fastening points 62A-62C are provided at the outer ends of the tower bar 62 in the vehicle width direction. Fastening holes are drilled at the outer fastening points 62A-62C.

[0045] Referring to Figures 2 and 3, the outer fastening point 62A of the tower bar 62 is aligned with the fastening hole 72C of the suspension tower 12. The outer fastening point 62B is aligned with the inner fastening point 52B of the brace 50. The outer fastening point 62C is aligned with the inner fastening point 52C of the brace 50 and the fastening hole 72B of the suspension tower 12. Bolts 95 (fasteners) are screwed into each of the aligned fastening points.

[0046] 4. Brace Referring to Figure 3, the brace 50 is connected to the upper side support 24 (side end frame portion). More specifically, the brace 50 connects the upper side support 24 (side end frame portion) to the tower bar 62 (reinforcement member). The brace 50 is made of, for example, steel. In other words, the brace 50 has higher toughness compared to the aluminum alloy front module 10.

[0047] The brace 50 extends diagonally rearward from its outer end in the vehicle width direction toward its inner end in the vehicle width direction. This extension direction is the longitudinal direction of the brace 50.

[0048] A flange 55 is formed at the outer end of the brace 50 in the vehicle width direction. The flange 55 comprises a horizontal flange 55A and a vertical flange 55B. Both the horizontal flange 55A and the vertical flange 55B are plate-shaped members. The horizontal flange 55A and the vertical flange 55B form a hook-shaped flange 55.

[0049] The horizontal flange 55A is superimposed on the upper wall 28 of the upper side support 24 (side end frame portion). Also, as illustrated in Figure 3, the front ends of the horizontal flange 55A and the vertical flange 55B are aligned with the front end of the upper side support 24 in the vehicle's longitudinal position.

[0050] In a small overlap test, the barrier 110 (see Figure 5) may collide with the front end of the upper side support 24 in the initial stages of impact. By aligning the front ends of the horizontal flange 55A and the vertical flange 55B with the front end of the upper side support 24, the impact load from the barrier 110 is distributed to the upper side support 24 and the brace 50.

[0051] The vertical flange 55B is positioned further outward in the vehicle width direction than the upper side support 24 (side end frame portion). The vertical dimension of the vertical flange 55B is set to be greater than or equal to the vertical dimension of the upper side support 24. For example, in the example in Figure 3, the vertical dimensions of the vertical flange 55B and the upper side support 24 are equal.

[0052] The vertical flange 55B covers the outer end of the upper side support 24 in the vehicle width direction. In other words, the vertical rib 25 and horizontal rib 26 that extend to the outer end of the upper side support 24 in the vehicle width direction are covered by the vertical flange 55B.

[0053] As illustrated in Figure 3, the upper side support 42 extends in the longitudinal direction of the vehicle. The vertical flange 55B does not have to cover the entire length of the upper side support 42. For example, the vertical flange 55B covers at least the front end portion of the upper side support 24.

[0054] As will be described later, in the small overlap test, the upper side support 24 may be bent inward in the vehicle width direction as the barrier 110 enters the vehicle. In this case, the vertical flange 55B becomes the contact surface with the barrier 110 instead of the upper side support 42.

[0055] Multiple fastening points are provided on the brace 50. As will be described in detail below, fastening points are provided at both ends in the longitudinal direction of the brace 50 (outer fastening points 50A, 50B and inner fastening points 52A-52C). Additional fastening points are provided on the brace 50 (additional fastening points 51A, 51B). Fastening holes are drilled at these fastening points.

[0056] Referring to Figure 3, outer fastening points 50A and 50B are provided at the outer end of the brace 50 in the vehicle width direction. The outer fastening points 50A and 50B are positioned inward in the vehicle width direction from the flange 55. In other words, the outer fastening points 50A and 50B are positioned inward in the vehicle width direction from the upper side support 24. That is, the outer fastening points 50A and 50B are positioned inward in the vehicle width direction from the skeletal portion that receives the barrier 110 (see Figure 5). The outer fastening points 50A and 50B are arranged in the longitudinal direction of the vehicle.

[0057] The outer fastening point 50A is fastened to the front module 10. Referring to Figures 2 and 3, the outer fastening point 50A is aligned with the pipe 70A of the wheelhouse panel 14. The outer fastening point 50B is aligned with the pipe 70B. Bolts 95 (fasteners) are screwed into the outer fastening point 50A and pipe 70A, and the outer fastening point 50B and pipe 70B.

[0058] Inner fastening points 52A-52C are provided at the inner end of the brace 50 in the vehicle width direction. Inner fastening point 52A is aligned with the fastening hole 72A of the wheelhouse panel 14. Inner fastening point 52B is aligned with the outer fastening point 62B of the tower bar 62. Furthermore, inner fastening point 52C is aligned with the outer fastening point 62C of the tower bar 62 and the fastening hole 72B of the wheelhouse panel 14. Bolts 95 are screwed into these aligned fastening points.

[0059] Furthermore, additional fastening points 51A and 51B are provided on the brace 50. The additional fastening points 51A and 51B are provided between the longitudinal central portion of the brace 50 and the outer fastening points 50A and 50B. In other words, the additional fastening points 51A and 51B are provided on the brace 50 closer to the outer fastening points 50A and 50B. The additional fastening points 51A and 51B are arranged in the longitudinal direction of the vehicle. The additional fastening points 51A and 51B are aligned with the pipes 71A and 71B of the wheelhouse panel 14. Bolts 95 are screwed into these aligned fastening points.

[0060] Referring to Figure 4, the additional fastening point 51A is positioned at a width W1 from the side edge in the vehicle's width direction. The width W1 is a value exceeding 25% of the vehicle's total width. In other words, in the small overlap test, the additional fastening point 51A is located inside the barrier 110 in the vehicle's width direction.

[0061] 5. Collision patterns in small overlap tests Figure 5 illustrates the small overlap test. In Figure 5, the relative movement of the barrier 110 and the vehicle is shown from a vehicle-centered viewpoint. In other words, although it appears in Figure 5 that the barrier 110 is moving relative to the vehicle, in reality, the moving vehicle collides with the fixed barrier 110. That is, in the small overlap test, the vehicle moves straight towards the barrier 110. After the vehicle hits the barrier 110, the vehicle's trajectory changes diagonally.

[0062] The barrier 110 first collides with the bumper reinforcement 36 at the front of the vehicle. The outer portion of the bumper reinforcement 36 in the vehicle width direction is buckled backward by the barrier 110. During this buckling process, the direction of travel of the vehicle changes from straight ahead to diagonally forward. Furthermore, the barrier 110 collides with the upper side support 24. For example, the inner end 110A of the barrier 110 in the vehicle width direction collides with the outer end of the upper side support 24 in the vehicle width direction.

[0063] Here, a vertical flange 55B is positioned between the upper side support 24 and the inner end 110A of the barrier 110 in the vehicle width direction. Therefore, the vertical flange 55B becomes the contact surface with the barrier 110.

[0064] In other words, instead of the vertical ribs 25 and horizontal ribs 26 of the upper side support 24 "receiving the barrier 110 at their edges," the vertical flange 55B receives the barrier 110 over its surface. This suppresses cracking of the vertical ribs 25 and horizontal ribs 26. Furthermore, the impact load from the barrier 110 is distributed by the upper side support 24 and the flange 55, thereby suppressing cracking of the upper side support 24.

[0065] Furthermore, as barrier 110 enters, a collision load is applied to pipes 70A and 70B, which may cause them to crack. At this time, the outer fastening points 50A and 50B will be opened.

[0066] After the outer fastening points 50A and 50B are released, the brace 50 is supported by the additional fastening points 51A and 51B and the inner fastening points 52A and 52B. Referring to Figure 4, the additional fastening point 51B is positioned less than a width W1 from the side edge of the vehicle. However, as the collision progresses, as shown by the dashed line of the barrier 110 in Figure 5, the vehicle is gradually offset outward in the vehicle width direction from the barrier 110. In addition, the additional fastening point 51B is positioned at the rear end of the brace 50. As a result, contact between the barrier 110 and the additional fastening point 51B is avoided. In other words, even after the vehicle has completely passed the barrier 110 (after impact has finished), the brace 50 is supported by the additional fastening points 51A and 51B.

[0067] The additional fastening points 51A and 51B prevent the brace 50 from being in a so-called cantilevered position. As a result, the brace 50 absorbs the collision load and transmits the load to the tower bar 62. [Explanation of symbols]

[0068] 10 Front module, 12 Suspension tower, 14 Wheelhouse panel, 24 Upper side support (side end frame section), 28 Upper wall of upper side support, 50 Brace, 50A, 50B Outer fastening points of brace, 51A, 51B Additional fastening points of brace, 52A-52C Inner fastening points of brace, 55 Brace, 55A Horizontal flange, 55B Vertical flange, 60A-60C Longitudinal rib, 61A-61D Transverse rib, 62 Tower bar (reinforcement member), 62A-62C Outer fastening points of tower bar, 70A, 70B, 71A, 71B Pipe, 72A-72C Fastening hole, 95 Bolt (fastener), 110 Barrier.

Claims

1. A front module made of aluminum alloy, in which the skeletal and panel portions of the front region of the vehicle are integrally molded, and the outer end in the vehicle width direction is provided with a side end skeletal portion that extends in the vehicle longitudinal direction. A brace connected to the aforementioned side end frame portion, A vehicle front structure comprising, The aforementioned side end frame portion has ribs formed in a grid pattern that extend to the outer end in the vehicle width direction. The brace is equipped with a plate-shaped flange, The flange is positioned further outward in the vehicle width direction than the side end frame portion, and further covers the outer end of the side end frame portion in the vehicle width direction. Vehicle front structure.

2. A vehicle front structure according to claim 1, The brace is provided with an external fastening point that is fastened to the front module. The aforementioned outer fastening point is located inward in the vehicle width direction from the aforementioned side end frame portion. Vehicle front structure.

3. The front vehicle structure according to claim 2, The front module is provided with a reinforcing member positioned in the center in the vehicle width direction and extending in the vehicle width direction, The brace connects the side end frame portion and the reinforcing member, Furthermore, the brace is provided with an additional fastening point to the front module between the outer fastening point and the longitudinal central portion of the brace. Vehicle front structure.

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