Vehicle front body structure

Abstract

To cause an apron reinforcement positioned above to contribute to energy absorption in the event of collision.SOLUTION: A front side frame 2 has a first deformation boosting unit 26 configured to bend and deform a front side frame inward in a vehicle width direction if a collision load is input to a vehicle from front. The front vehicle body structure 1 for the vehicle further includes a load transmission unit 7 located between the front side frame and an apron reinforcement 3 on a front side of a suspension housing 4 and configured to transmit a collision load to the suspension housing, connect the front side frame and the apron reinforcement, and transmit a tensile load in the vehicle width direction between the front side frame and the apron reinforcement. The load transmission unit includes a second deformation boosting unit 710 located in the vicinity of the first deformation boosting unit and configured to boost bending deformation of the front side frame.SELECTED DRAWING: Figure 2

Description

Technical Field

[0005]

[0001] The technology disclosed herein relates to the front body structure of a vehicle.

Background Art

[0002] Patent Document 1 discloses a front body structure of a vehicle. The front body structure includes a front side frame. The front side frame extends in the vehicle front-rear direction on the front side of the dash panel. The front side frame has a bending deformation promoting portion. When a collision load is input from the front to the front side frame, the bending deformation promoting portion causes the front side frame to bend and deform. During a frontal collision of the vehicle (hereinafter sometimes simply referred to as a collision), the front side frame absorbs collision energy by bending in the vehicle width direction at the bending deformation promoting portion.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, an apron reinforcement extending in the vehicle front-rear direction is located above and outside the vehicle width direction with respect to the front side frame. When the apron reinforcement interferes with a collision object during a collision of the vehicle, the apron reinforcement can contribute to energy absorption together with the front side frame.

[0005] In electric vehicles, for example, the battery for driving may be located under the floor. The apron reinforcement of an electric vehicle may be located higher than the apron reinforcement of a vehicle without a battery. Electric vehicles include not only BEVs (Battery Electric Vehicles) but also PHEVs (Plug-in Hybrid Electric Vehicles), etc. A vehicle without a battery, as used here, is a vehicle in which the battery is not located under the floor.

[0006] Vehicles with a relatively high apron reinforcement position may have the apron reinforcement positioned above the object being struck, potentially preventing it from interfering with the object during a collision. This could also mean the apron reinforcement is unable to contribute to energy absorption. Therefore, vehicles with a relatively high apron reinforcement position require an alternative energy absorption structure. However, adding an alternative energy absorption structure increases the vehicle's weight. An energy absorption structure that does not increase the vehicle's weight is needed. It should be noted that vehicles with a relatively high apron reinforcement position are not limited to electric vehicles. Even vehicles without batteries may have a high apron reinforcement position.

[0007] The technology disclosed herein utilizes an upper-positioned apron reinforcement to contribute to energy absorption during a collision. [Means for solving the problem]

[0008] The front body structure of the vehicle disclosed herein includes a front side frame extending in the longitudinal direction of the vehicle at the front of the dash panel, An apron reinforcement located above the aforementioned front side frame and outward in the vehicle width direction, and extending in the vehicle longitudinal direction, The system includes a suspension housing located between the front side frame and the apron reinforcement, and fixed to both the front side frame and the apron reinforcement.

[0009] The front side frame has a first deformation-promoting section that causes the front side frame to bend inward in the vehicle width direction when a collision load is applied to the vehicle from the front, The front body structure of the vehicle further includes a load transmission section located between the front side frame and the apron reinforcement at the front of the suspension housing, which transmits the collision load to the suspension housing and connects the front side frame and the apron reinforcement, thereby transmitting a tensile load in the vehicle width direction between the front side frame and the apron reinforcement.

[0010] The load transmission section is a second deformation promoting section located near the first deformation promoting section, and has a second deformation promoting section that promotes the bending deformation of the front side frame.

[0011] In this configuration, the front side frame has a first deformation-enhancing section. When a collision load is applied to the vehicle from the front, the first deformation-enhancing section deforms the front side frame inward in the vehicle width direction. The deforming front side frame absorbs energy.

[0012] An apron reinforcement is located above the front side frame and on the outside in the vehicle width direction. The apron reinforcement extends in the longitudinal direction of the vehicle. The suspension housing is located between the front side frame and the apron reinforcement. The suspension housing is fixed to both the front side frame and the apron reinforcement.

[0013] A load transmission unit is located at the front of the suspension housing. The load transmission unit connects the nearly parallel front side frame and the apron reinforcement. The load transmission unit also transmits tensile loads in the vehicle width direction between the front side frame and the apron reinforcement. As mentioned above, when the front side frame deforms inward in the vehicle width direction, the load transmission unit pulls the apron reinforcement inward and downward in the vehicle width direction. The apron reinforcement deforms to move inward and downward in the vehicle width direction. Because the height position of the apron reinforcement, which is originally located above the front side frame, becomes lower, the apron reinforcement interferes with the impact object. The apron reinforcement can contribute to energy absorption during a collision.

[0014] In other words, even if the apron reinforcement is positioned higher due to the vehicle being electric, for example, it can still contribute to energy absorption during a vehicle collision. In this front body structure configuration, the deformation of the front side frame is utilized to allow the apron reinforcement to contribute to energy absorption, eliminating the need for an alternative energy absorption structure. This front body structure is advantageous for reducing the weight of the vehicle.

[0015] Furthermore, although the load transmission unit is connected to the front side frame, the second deformation-promoting unit promotes the deformation of the front side frame. Since the load transmission unit does not hinder the deformation of the front side frame, the movement of the apron reinforcement is also not hindered. In the event of a vehicle collision, both the front side frame and the apron reinforcement can contribute to energy absorption.

[0016] Here, the load transmission unit not only transmits tensile load from the front side frame to the apron reinforcement, but also transmits the collision load to the suspension housing when a collision load is applied to the vehicle. The high-rigidity suspension housing receives the collision load. By transmitting the collision load, the load transmission unit is prevented from deforming or breaking due to the collision load. The load transmission unit, which does not deform and / or break, can transmit tensile load from the front side frame to the apron reinforcement during a collision.

[0017] The second deformation-promoting section includes a first fixing section fixed to the front side frame at the front of the first deformation-promoting section, a second fixing section fixed to the front side frame at the rear of the first deformation-promoting section, and a non-fixing section located between the first fixing section and the second fixing section and not fixed to the front side frame. ru.

[0018] The load transmission section is fixed to the front side frame at both the front and rear of the first deformation-enhancing section of the front side frame, while not fixed to the front side frame at the position corresponding to the first deformation-enhancing section. Since the unfixed section does not restrain the front side frame at the position of the first deformation-enhancing section, the bending deformation of the front side frame is not hindered. The combination of the first and second deformation-enhancing sections can promote the bending deformation of the front side frame.

[0019] The load transmission section has a first joint that is joined to the flange of the front side frame, The non-fixed portion may be a first notch formed in the first joint.

[0020] The first notch is not joined to the flange of the front side frame. The first notch, with its simple structure, can facilitate the bending deformation of the front side frame.

[0021] Furthermore, the second deformation promoting portion of the load transmission portion is not limited to the non-fixed portion (or the first notch) described above. The second deformation promoting portion may be a weakened portion formed in the load transmission portion. The weakened portion causes the load transmission portion to deform as the front side frame undergoes bending deformation. The weakened portion does not inhibit the bending deformation of the front side frame.

[0022] The load transmission portion may have an upper plate and a lower plate located below the upper plate.

[0023] A load transmission portion composed of two plates overlapping vertically has high rigidity. A load transmission portion with high rigidity can efficiently transmit a tensile load in the vehicle width direction between the front side frame and the apron reinforcement. Also, a load transmission portion with high rigidity can transmit a collision load to the suspension housing.

[0024] The upper plate and the lower plate are joined. The load transmission portion may have a closed cross-section structure formed between the upper plate and the lower plate and extending in the vehicle longitudinal direction.

[0025] At the initial stage when a collision load is input to the load transmission portion, the load transmission portion can absorb energy by crushing the closed cross-section. A load transmission portion having a closed cross-section structure can contribute to both energy absorption and load transmission.

[0026] The apron reinforcement has a third deformation promoting portion on the front side of the suspension housing that causes the apron reinforcement to bend and deform inward in the vehicle width direction. The load transmission portion may be a fourth deformation promoting portion located near the third deformation promoting portion and having a fourth deformation promoting portion that promotes the bending deformation of the apron reinforcement.

[0027] When the load transmission unit transmits a tensile load from the front side frame to the apron reinforcement, the third deformation-enhancing unit causes the portion of the apron reinforcement in front of the suspension housing to bend inward in the vehicle width direction. At this time, the fourth deformation-enhancing unit of the load transmission unit promotes the deformation of the apron reinforcement. By moving inward and downward in the vehicle width direction, the apron reinforcement can contribute to energy absorption.

[0028] The apron reinforcement has a third deformation-promoting part that causes the apron reinforcement to bend inward in the vehicle width direction when a collision load is applied to the vehicle from the front, The load transmission portion includes a joint fixed to the apron reinforcement and a second notch located at a position corresponding to the third deformation promoting portion in the joint and not fixed to the apron reinforcement. The first notch and the second notch may be located in positions that overlap in the longitudinal direction of the vehicle.

[0029] The second notch does not restrain the apron reinforcement. The second notch does not prevent the apron reinforcement from bending at the position of the third deformation-promoting section.

[0030] Because the first and second notches are located in overlapping positions in the vehicle's longitudinal direction, the bending position of the front side frame corresponds to the bending position of the apron reinforcement. As the front side frame deforms, the apron reinforcement is prone to deformation via the load transmission section.

[0031] The load transmission section may have a plate-shaped body that connects the suspension housing, the front side frame, and the apron reinforcement to each other.

[0032] The plate-shaped body has high rigidity against in-plane loads. The load transmission section having the plate-shaped body can efficiently transmit tensile loads between the front side frame and the apron reinforcement. Furthermore, since the plate-shaped body is connected to the suspension housing, the load transmission section can efficiently transmit collision loads to the suspension housing.

[0033] The front body structure of another vehicle disclosed herein comprises a front side frame extending in the longitudinal direction of the vehicle at the front of the dash panel, An apron reinforcement located above the aforementioned front side frame and outward in the vehicle width direction, and extending in the vehicle longitudinal direction, The system includes a suspension housing located between the front side frame and the apron reinforcement, and fixed to both the front side frame and the apron reinforcement.

[0034] The aforementioned front side frame is designed to bend inward in the vehicle width direction when a collision load is applied to the vehicle from the front. 1 It has a deformation-promoting part, The front body structure of the vehicle further includes a load transmission section located between the front side frame and the apron reinforcement at the front of the suspension housing, which transmits the collision load to the suspension housing and connects the front side frame and the apron reinforcement, thereby transmitting a tensile load in the vehicle width direction between the front side frame and the apron reinforcement.

[0035] The aforementioned load transmission unit is The first deformation-promoting section is located near the second deformation-promoting section, which promotes the bending deformation of the front side frame; the apron reinforcement has a third deformation-promoting section on the front side of the suspension housing that causes the apron reinforcement to bend inward in the vehicle width direction; and the load transmission section has a fourth deformation-promoting section located near the third deformation-promoting section, which promotes the bending deformation of the apron reinforcement. .

[0036] Similarly, when a collision load is applied to the vehicle from the front, causing the front side frame to deform inward in the vehicle width direction, the load transmission unit deforms the apron reinforcement to move inward and downward in the vehicle width direction. The apron reinforcement can interfere with the impacting object and contribute to energy absorption. Furthermore, when the load transmission unit transmits a tensile load from the front side frame to the apron reinforcement, the third deformation-promoting unit causes the portion of the apron reinforcement in front of the suspension housing to bend inward in the vehicle width direction. At this time, the fourth deformation-promoting unit of the load transmission unit promotes the deformation of the apron reinforcement. By moving inward and downward in the vehicle width direction, the apron reinforcement can contribute to energy absorption. [Effects of the Invention]

[0037] The aforementioned front body structure of the vehicle allows the apron reinforcement located above it to contribute to energy absorption during a collision. [Brief explanation of the drawing]

[0038] [Figure 1] Figure 1 shows the front body structure of the vehicle. [Figure 2] Figure 2 shows the front side frame, apron reinforcement, suspension housing, and load transmission section in the front body structure. [Figure 3] Figure 3 is a corresponding diagram to Figure 2, with the upper plate of the load transmission section removed. [Figure 4] Figure 4 is an end view of Figure 2, taken along line IV-IV. [Figure 5] The upper part of Figure 5 is a side view of the load transmission section as seen from the inside in the vehicle width direction, and the lower part is a side view of the load transmission section as seen from the outside in the vehicle width direction. [Figure 6] Figure 6 shows the front body structure during a collision, viewed from the side. [Figure 7] Figure 7 shows the front body structure during a collision, viewed from the side. [Figure 8] Figure 8 shows the front body structure of the vehicle during a collision, viewed from above. [Figure 9] Figure 9 shows the front body structure of the vehicle during a collision, viewed from above. [Modes for carrying out the invention]

[0039] The following describes an embodiment of the front body structure of a vehicle, with reference to the drawings. The front body structure described here is illustrative.

[0040] (Overall structure) Figure 1 is a view of the front of the vehicle from the left side. In each figure, arrow FR indicates the front of the vehicle, arrow RR indicates the rear of the vehicle, arrow OUT indicates the outside in the vehicle width direction, arrow IN indicates the inside in the vehicle width direction, arrow UP indicates the top of the vehicle, and arrow LW indicates the bottom of the vehicle. Figures 2-5 and 8-9 show the left side of the front of the vehicle body in the vehicle width direction, so arrow OUT corresponds to the left side in the vehicle width direction and arrow IN corresponds to the right side in the vehicle width direction.

[0041] The front body structure 1 is approximately symmetrical in the width direction. The configuration of the left side of the front body in the width direction will be described below. The configuration of the right side of the front body in the width direction is symmetrical to the configuration of the left side.

[0042] As shown in Figures 1-3, the front body structure 1 comprises a front side frame 2, an apron reinforcement 3, and a suspension housing 4.

[0043] The front side frame 2 extends in the longitudinal direction of the vehicle at the front of the dash panel 51. The front side frame 2 is located on the left and right sides in the width direction at the front of the vehicle. The front end of the front side frame 2 is connected to the bumper beam 53 via a crash can 52. The bumper beam 53 extends in the width direction at the front end of the vehicle.

[0044] The front side frame 2 consists of an outer panel 21 and an inner panel 22, as illustrated in Figure 4. The outer panel 21 is a flat steel plate and forms the outer wall of the front side frame 2 in the vehicle width direction. The inner panel 22 is located inward in the vehicle width direction relative to the outer panel 21. The inner panel 22 is a steel plate with a hat-shaped cross-section and forms the inner wall of the front side frame 2 in the vehicle width direction. The inner panel 22 and the outer panel 21 are integrated by joining their respective upper and lower ends. The inner panel 22 and the outer panel 21 are joined at multiple locations in the vehicle's longitudinal direction, for example, by spot welding. The front side frame 2 has a frame body 23 with a closed cross-section, an upper flange 24 located above the frame body 23, and a lower flange 25 located below the frame body 23.

[0045] The crash can 52 is a cylindrical metal body extending in the longitudinal direction of the vehicle. The cross-section of the crash can 52 perpendicular to the longitudinal direction of the vehicle has a roughly cross shape. When a collision load is applied during a vehicle collision, the crash can 52, having a roughly cross-shaped cross section, compresses and deforms in a bellows-like manner in its axial direction, effectively absorbing the collision load.

[0046] The dashboard panel 51 separates the passenger compartment from the power unit room 54. The engine and electric motor are located between the left front side frame 2 and the right front side frame in the power unit room 54. The front side frames 2 support the engine and electric motor. The vehicle is an electric vehicle, more specifically a PHEV. The vehicle's traction battery is located under the floor of the passenger compartment.

[0047] The apron reinforcement 3 is located above the front side frame 2 and on the outside in the vehicle width direction. Because the battery is located under the floor, the apron reinforcement 3 of this electric vehicle is located in a relatively high position (see H in Figure 1).

[0048] The apron reinforcements 3 are located on the left and right sides in the vehicle width direction at the front of the electric vehicle. The apron reinforcements 3 extend in the vehicle longitudinal direction. The rear end of the apron reinforcement 3 is joined to the upper end of the hinge pillar 11. The front end of the apron reinforcement 3 is connected to the shroud upper 12. The shroud upper 12 extends in the vehicle width direction. The shroud upper 12 connects the front ends of the left and right apron reinforcements 3. As shown in Figure 1, the front end of the apron reinforcement 3 is located in the longitudinal direction at approximately the same position as the joint between the front side frame 2 and the crash can 52, or behind the joint.

[0049] As shown in Figure 4, the apron reinforcement 3 consists of a first member 31 and a second member 32. The first member 31 is a steel plate with an L-shaped cross-section and forms the upper wall and the inner wall in the vehicle width direction of the apron reinforcement 3. The second member 32 is also a steel plate with an L-shaped cross-section and forms the lower wall and the outer wall in the vehicle width direction of the apron reinforcement 3. The second member 32 is located below the first member 31. The first member 31 and the second member 32 are integrated by joining their respective right and left ends. The apron reinforcement 3 has a closed cross-section.

[0050] The suspension housing 4 is located between the front side frame 2 and the apron reinforcement 3, as shown in Figure 2 or 3. The suspension housing 4 is fixed to both the front side frame 2 and the apron reinforcement 3. The suspension housing 4 has a substantially cylindrical portion with a cylindrical shaft extending vertically, which supports the upper end of the suspension damper 14 of the front wheel 13. The suspension housing 4 is highly rigid.

[0051] The apron reinforcement 3 extends forward of the vehicle, passing outside the suspension housing 4 in the vehicle width direction. As shown in Figure 2, when comparing the rigidity of the apron reinforcement 3 at the point where the suspension housing 4 is joined with the part forward of the suspension housing 4, the point where the suspension housing 4 is joined is relatively rigid, while the part forward of the suspension housing 4 is relatively less rigid. The apron reinforcement 3 has a difference in rigidity at a predetermined point in its longitudinal direction (see boundary 33).

[0052] (Structure related to load transmission section) The front body structure 1 is equipped with a load transmission unit 7. The load transmission unit 7 has the function of moving the apron reinforcement 3 as the front side frame 2 deforms during a vehicle collision. As mentioned above, the apron reinforcement 3 of this electric vehicle is located at a relatively high position and may not interfere with the object it collides with. However, by moving, the apron reinforcement 3 can interfere with the object it collides with and contribute to energy absorption. This configuration of the front body structure 1 has the advantage that, since the deformation of the front side frame 2 is used to make the apron reinforcement 3 contribute to energy absorption, there is no need for an energy absorption structure to replace the apron reinforcement 3.

[0053] The load transmission unit 7 is located on the front side of the suspension housing 4, between the front side frame 2 and the apron reinforcement 3. In the longitudinal direction, the load transmission unit 7 is located midway between the front side frame 2 and the apron reinforcement 3.

[0054] The load transmission unit 7 is joined to the suspension housing 4. The load transmission unit 7 can transmit collision loads to the suspension housing 4 during a collision. The load transmission unit 7 also connects the front side frame 2 and the apron reinforcement 3 in the vehicle width direction. The load transmission unit 7 transmits tensile loads between the front side frame 2 and the apron reinforcement 3.

[0055] The structure of the load transmission section 7 will be described in detail below with reference to the drawings. As shown in Figures 2 and 4, the load transmission section 7 comprises a plate-shaped body 70, a first joint 71, a second joint 72, and a third joint 73.

[0056] The plate-shaped body 70 is positioned between the suspension housing 4, the front side frame 2, and the apron reinforcement 3. The plate-shaped body 70 extends in the vehicle width direction, bridging the space between the front side frame 2 and the apron reinforcement 3. The plate-shaped body 70 also extends in the longitudinal direction, with its rear edge in contact with the suspension housing 4. The front side frame 2 is positioned relatively low, and the apron reinforcement 3 is positioned relatively high. Therefore, the plate-shaped body 70 is inclined such that its inner side in the vehicle width direction is lower and its outer side in the vehicle width direction is higher. The plate-shaped body 70 is also inclined such that its front side in the longitudinal direction is lower and its rear side in the longitudinal direction is higher.

[0057] The first joint 71 joins the plate-shaped body 70 to the front side frame 2. The first joint 71 joins the plate-shaped body 70 to the middle of the front-to-rear direction of the front side frame 2. The first joint 71 is formed by bending the inner edge of the load transmission section 7 in the vehicle width direction downward. The first joint 71 and the front side frame 2 are joined, for example, by spot welding. More specifically, the first joint 71 is joined to the upper flange 24 of the front side frame 2 in a state where it is overlapped with the upper flange 24 in the vehicle width direction. The circles in Figures 2 and 3 illustrate the locations of spot welding.

[0058] The second joint 72 joins the plate-shaped body 70 to the apron reinforcement 3. The second joint 72 joins the plate-shaped body 70 to the middle of the apron reinforcement 3 in the front-rear direction. The second joint 72 is formed by bending the outer edge of the load transmission section 7 in the vehicle width direction upward. The second joint 72 and the apron reinforcement 3 are joined, for example, by spot welding. More specifically, the second joint 72 is joined to the inner wall of the apron reinforcement 3 in the vehicle width direction, overlapping it in the vehicle width direction.

[0059] The third joint 73 joins the rear edge of the plate-shaped body 70 to the suspension housing 4. The third joint 73 joins the plate-shaped body 70 to the circumferential surface of the substantially cylindrical suspension housing 4. More precisely, as shown in the lower diagram of Figure 5, the third joint 73 is superimposed on the outer circumferential surface of the suspension housing 4 in the vehicle width direction and is joined to that circumferential surface, for example, by spot welding.

[0060] The load transmission section 7 consists of an upper plate 74 and a lower plate 75. The lower plate 75 is located below the upper plate 74. Parts of the upper plate 74 and the lower plate 75 overlap each other vertically. The plate-shaped main body 70 is formed by the overlapping portion of the upper plate 74 and the lower plate 75.

[0061] The upper plate 74 consists of a plate-shaped body 70 and a first joint 71. As shown in Figure 3, the lower plate 75 consists of a plate-shaped body 70, a part of the first joint 71, a second joint 72, and a third joint 73. The upper plate 74 and the lower plate 75 are joined to each other, for example, by spot welding.

[0062] Here, multiple beads 76 are formed on the front end of the lower plate 75. The multiple beads 76 are arranged in the vehicle width direction. Each bead 76 is formed on the lower plate 75 to be convex upward. These beads 76 give the plate-shaped body 70 of the load transmission section 7 a closed cross-sectional structure, as shown in Figure 4. The closed cross-section between the upper plate 74 and the lower plate 75 extends in the front-rear direction.

[0063] The first joint 71 has a first notch 77. As shown in Figures 2, 4, and 5, the first notch 77 is formed to open downwards in the first joint 71 which is superimposed on the upper flange 24 of the front side frame 2, more precisely, on the edge of the upper plate 74. The first notch 77 does not overlap the upper flange 24. The first notch 77 forms an unfixed portion in the first joint 71 that is not fixed to the front side frame 2.

[0064] The first joint 71 also has a first fixing portion 78 and a second fixing portion 79. The first fixing portion 78 is fixed to the upper flange 24 on the front side of the first notch 77. The second fixing portion 79 is fixed to the upper flange 24 on the rear side of the first notch 77. The first notch 77 is located between the first fixing portion 78 and the second fixing portion 79.

[0065] Here, the front side frame 2 has a first deformation-promoting section 26. As shown in the lower diagram of Figure 5, the first deformation-promoting section 26 is a bead provided on the outer panel 21 of the front side frame 2. The bead is recessed from the outer panel 21 and extends in the vertical direction. As will be described later, the first deformation-promoting section 26 causes the front side frame 2 to bend inward in the vehicle width direction during a collision.

[0066] As shown in Figure 2, the front-rear position of the first notch 77 of the load transmission section 7 corresponds to the front-rear position of the first deformation promotion section 26 of the front side frame 2. Since the first notch 77 is not joined to the front side frame 2, it does not restrain the area in the front side frame 2 that is about to undergo bending deformation. The first notch 77 does not hinder the bending deformation of the front side frame 2, but rather has the function of promoting that bending deformation. The first notch 77, the first fixing section 78 and the second fixing section 79 constitute a second deformation promotion section 710 that is located near the first deformation promotion section 26 and promotes the bending deformation of the front side frame 2.

[0067] The second joint 72 has a second notch 711. As shown in Figures 2, 3, and 5, the second notch 711 is formed to open upward in the second joint 72, which is superimposed on the inner wall of the apron reinforcement 3, more precisely at the edge of the lower plate 75. The second notch 711 forms a non-jointed portion in the second joint 72 that is not joined to the apron reinforcement 3.

[0068] Here, the apron reinforcement 3 has a third deformation-promoting portion 34. The third deformation-promoting portion 34 is a recess provided on the upper ridge line in the inward direction in the vehicle width direction of the apron reinforcement 3. The recess divides the ridge line. The third deformation-promoting portion 34 is located on the front side of the suspension housing 4. More specifically, the third deformation-promoting portion 34 is located near the boundary 33 in the apron reinforcement 3 where the rigidity changes. As will be described later, the third deformation-promoting portion 34 promotes the inward bending deformation of the apron reinforcement 3 in the vehicle width direction.

[0069] The front-to-back position of the second notch 711 of the load transmission section 7 corresponds to the front-to-back position of the third deformation-promoting section 34 of the apron reinforcement 3. Since the second notch 711 is not joined to the apron reinforcement 3, it does not restrain the area in the apron reinforcement 3 that is about to undergo bending deformation. The second notch 711 does not hinder the bending deformation of the apron reinforcement 3. The second notch 711 has the function of promoting the bending deformation of the apron reinforcement 3. The second notch 711 is an example of a fourth deformation-promoting section that promotes the bending deformation of the apron reinforcement 3.

[0070] Here, with reference to Figure 5, the positional relationships of the multiple deformation-promoting sections will be further explained. The load transmission section 7 can be divided from front to back into the first region 81, the second region 82, the third region 83, the fourth region 84, and the fifth region 85.

[0071] The first region 81 is the front end portion of the load transmission section 7, which is composed only of the upper plate 74. The second region 82, third region 83, and fourth region 84 are composed of the upper plate 74 and the lower plate 75, and correspond to the plate-shaped body 70 having a closed cross-section. The plate-shaped body 70 is formed by combining multiple planes. The second region 82, third region 83, and fourth region 84 each have different inclination angles of the planes forming the plate-shaped body 70. The plane of the second region 82 has a relatively small inclination angle from front to back, and the plane of the third region 83 has a relatively large inclination angle from front to back. The plane of the fourth region 84 has a relatively large inclination angle from the inside to the outside in the vehicle width direction.

[0072] The fifth region 85 is the rear end portion of the load transmission section 7, which is composed solely of the lower plate 75. The fifth region 85 corresponds to the third joint 73, which is joined to the suspension housing 4.

[0073] The first joint 71 of the load transmission section 7 extends into the first region 81, the second region 82, the third region 83, and the fourth region 84. The second joint 72 extends into the second region 82, the third region 83, and the fourth region 84.

[0074] The second deformation-promoting section 710 extends into the first region 81, the second region 82, and the third region 83. As mentioned above, the first deformation-promoting section 26 and the first notch 77 are located in corresponding positions in the front-rear direction. The first deformation-promoting section 26 is in the middle of the front-rear direction of the front side frame 2 and is located in a position corresponding to the second region 82 of the load transmission section 7. The first notch 77 is also located in the second region 82 of the load transmission section 7.

[0075] The second notch 711, which is the fourth deformation-promoting section, spans the second region 82 and the third region 83. Therefore, the first notch 77 and the second notch 711 are located in overlapping positions in the front-rear direction.

[0076] The third deformation-promoting section 34 and the second notch 711 are located in positions corresponding to each other in the front-rear direction. The third deformation-promoting section 34 is the intermediate part in the front-rear direction of the apron reinforcement 3 and is located in a position corresponding to the third region 83 of the load transmission section 7.

[0077] Furthermore, the load transmission section 7 is not limited to a structure divided into the first region 81, second region 82, third region 83, fourth region, and fifth region 85 as described above. Also, the plate-shaped body 70 is not necessarily formed by a combination of multiple planes.

[0078] (Behavior during collision) Next, the behavior of the front body structure 1 during a collision will be described with reference to Figures 6-9. Figures 6-9 illustrate the simulation results when the front of an electric vehicle collides with a honeycomb barrier 6 used in a collision test. This collision test is an offset deformable barrier (ODB) collision test. However, the following effects obtained by the front body structure 1 disclosed herein are not limited to offset collisions, but can be obtained in all collisions of the front of an electric vehicle, including full-wrap frontal collisions.

[0079] Figure 1 shows the front of the electric vehicle before the collision. In Figures 6-7, the collision process progresses in the order of S61, S62, and S63 as time progresses. Similarly, in Figures 8-9, the collision process progresses in the order of S81, S82, S83, and S84 as time progresses. Note that S61, S62, and S63 and S81, S82, S83, and S84 do not necessarily represent corresponding times.

[0080] As mentioned above, in electric vehicles, the battery is located under the floor, so the apron reinforcement 3 is positioned higher. As shown in S61 in Figure 1 or Figure 6, before the collision, the apron reinforcement 3 is at the same level as or above the upper edge of the honeycomb barrier 6. In this state, the apron reinforcement 3 does not interfere with the honeycomb barrier 6.

[0081] As shown in S81 of Figure 8, when the front of the electric vehicle collides with the honeycomb barrier 6, a collision load is applied to the front side frame 2 via the crash can 52. As indicated by the black arrow in S82, the front side frame 2 begins to bend inward in the vehicle width direction at the first deformation acceleration section 26. The load transmission section 7 does not hinder the bending deformation of the front side frame 2. In Figures 8 and 9, the shaded areas indicate locations in the front structure of the vehicle where high stress occurred.

[0082] As shown in S83 of Figure 9, when the first deformation-promoting section 26 of the front side frame 2 undergoes further bending deformation in the vehicle width direction, the load transmission section 7 transmits a tensile load from the front side frame 2 to the apron reinforcement 3. The apron reinforcement 3 is pulled inward in the vehicle width direction, and as a result, the apron reinforcement 3 undergoes bending deformation at the third deformation-promoting section 34. The front end of the apron reinforcement 3 moves inward in the vehicle width direction, as shown in S83 and S84 of Figure 9 (see the black arrow in Figure 9).

[0083] The load transmission section 7 is also inclined diagonally in the vertical direction between the front side frame 2 and the apron reinforcement 3. As the front side frame 2 bends inward in the vehicle width direction, the load transmission section 7 also pulls the apron reinforcement 3 downward (see the black arrow in Figure 4).

[0084] Because the apron reinforcement 3 has a difference in rigidity at the boundary 33 behind the load transmission section 7, bending occurs in the vertical direction at this boundary 33. The portion of the apron reinforcement 3 in front of the suspension housing 4 moves downward due to its own weight, as shown by the black arrows in Figures 6 and 7.

[0085] As a result, the apron reinforcement 3 moves inward and downward in the vehicle width direction, causing it to interfere with the honeycomb barrier 6, as shown in Figures 7 and 9. The apron reinforcement 3 can contribute to energy absorption during a collision.

[0086] (summary) The front body structure 1 of the vehicle disclosed herein includes a front side frame 2 extending in the longitudinal direction of the vehicle at the front of the dash panel 51, An apron reinforcement 3 is located above the front side frame 2 and outward in the vehicle width direction, and extends in the vehicle longitudinal direction, The system includes a suspension housing 4 located between the front side frame 2 and the apron reinforcement 3, and fixed to both the front side frame 2 and the apron reinforcement 3.

[0087] The front side frame 2 has a first deformation promoting section 26 that causes the front side frame 2 to bend inward in the vehicle width direction when a collision load is applied to the vehicle from the front, The front body structure 1 of the vehicle further includes a load transmission section 7 located between the front side frame 2 and the apron reinforcement 3 on the front side of the suspension housing 4, which transmits the collision load to the suspension housing 4 and connects the front side frame 2 and the apron reinforcement 3, thereby transmitting a tensile load in the vehicle width direction between the front side frame 2 and the apron reinforcement 3.

[0088] The load transmission section 7 is a second deformation promoting section 710 located near the first deformation promoting section 26, and has a second deformation promoting section 710 that promotes the bending deformation of the front side frame 2.

[0089] In this configuration, when the front side frame 2 deforms inward in the vehicle width direction, the load transmission unit 7 pulls the apron reinforcement 3 toward the front side frame 2. The apron reinforcement 3 deforms to move inward and downward in the vehicle width direction. As the height position of the apron reinforcement 3 decreases, the apron reinforcement 3 interferes with the object it collides with, for example, the honeycomb barrier 6. The apron reinforcement 3 can contribute to energy absorption during a collision.

[0090] In this configuration of the front body structure 1, the deformation of the front side frame 2 is utilized to make the apron reinforcement 3 contribute to energy absorption, thus eliminating the need for an energy absorption structure to replace the apron reinforcement 3. This front body structure 1 is advantageous for reducing the weight of the vehicle.

[0091] Furthermore, the second deformation-promoting unit 710 promotes the deformation of the front side frame 2. Since the second deformation-promoting unit 710 does not hinder the deformation of the front side frame 2, the movement of the apron reinforcement 3 is also not hindered.

[0092] Furthermore, the load transmission unit 7 transmits the collision load applied to the vehicle from the front to the suspension housing 4. The load transmission unit 7 itself is prevented from deforming or being damaged by the collision load. The load transmission unit 7 can also transmit tensile load from the front side frame 2 to the apron reinforcement 3 during a collision.

[0093] The second deformation-promoting section 710 includes a first fixing section 78 fixed to the front side frame 2 on the front side of the first deformation-promoting section 26, a second fixing section 79 fixed to the front side frame 2 on the rear side of the first deformation-promoting section 26, and an unfixed section located between the first fixing section 78 and the second fixing section 79 and not fixed to the front side frame 2.

[0094] Since the load transmission section 7 does not restrain the first deformation promotion section 26, the inward bending deformation of the front side frame 2 in the vehicle width direction is not hindered. The first deformation promotion section 26 can promote the bending deformation of the front side frame 2.

[0095] The load transmission section 7 has a first joint section 71 that is joined to the upper flange 24 of the front side frame 2. The non-fixed portion is the first notch 77 formed in the first joint portion 71.

[0096] The first notch 77, with its simple structure, can facilitate the bending deformation of the front side frame 2.

[0097] Furthermore, the second deformation-promoting section may be composed of a bead formed on the load-transmitting section 7 instead of the first notch 77. The bead formed on the load-transmitting section 7 constitutes a weak point that deforms in conjunction with the bending deformation of the front side frame 2. By deforming, the load-transmitting section 7 promotes the bending deformation of the front side frame 2 without hindering its bending deformation.

[0098] The load transmission unit 7 comprises an upper plate 74 and a lower plate 75 located below the upper plate 74. The highly rigid load transmission unit 7, consisting of two plates, can transmit tensile loads in the vehicle width direction between the front side frame 2 and the apron reinforcement 3. The highly rigid load transmission unit 7 can also transmit collision loads to the suspension housing 4.

[0099] The upper plate 74 and the lower plate 75 are joined together. The load transmission section 7 is formed between the upper plate 74 and the lower plate 75 and has a closed cross-sectional structure that extends in the longitudinal direction of the vehicle.

[0100] Initially, when an impact load is applied to the load transmission section 7, the load transmission section 7 can absorb energy by deforming its closed cross-section. The load transmission section 7, having a closed cross-section structure, can contribute to both energy absorption and load transmission.

[0101] The apron reinforcement 3 has a third deformation promoting portion 34 on the front side of the suspension housing 4 that causes the apron reinforcement 3 to bend inward in the vehicle width direction, The load transmission section 7 is located near the third deformation promotion section 34 and has a second notch 711 as a fourth deformation promotion section that promotes the bending deformation of the apron reinforcement 3.

[0102] When the load transmission unit 7 transmits a tensile load from the front side frame 2 to the apron reinforcement 3, the third deformation acceleration unit 34 causes the apron reinforcement 3 to bend inward in the vehicle width direction. At this time, the second notch 711 of the load transmission unit 7 does not hinder the deformation of the apron reinforcement 3. By moving inward and downward in the vehicle width direction, the apron reinforcement 3 can contribute to energy absorption.

[0103] The apron reinforcement 3 has a third deformation-promoting section 34 that bends the apron reinforcement 3 inward in the vehicle width direction when a collision load is applied to the vehicle from the front. The load transmission section 7 is located near the third deformation promotion section 34 and has a second notch 711 that is not fixed to the apron reinforcement 3. The first notch 77 and the second notch 711 are located in overlapping positions in the longitudinal direction of the vehicle.

[0104] Since the first notch 77 and the second notch 711 are located in overlapping positions in the longitudinal direction of the vehicle, the bending position of the front side frame 2 corresponds to the bending position of the apron reinforcement 3. As the front side frame 2 deforms, the apron reinforcement 3 deforms efficiently via the load transmission section 7.

[0105] The load transmission unit 7 has a plate-shaped body 70 that connects the suspension housing 4, the front side frame 2, and the apron reinforcement 3 to each other.

[0106] The plate-shaped body 70 has high rigidity against in-plane loads. The load transmission section 7 can effectively transmit both the tensile load between the front side frame 2 and the apron reinforcement 3, and the impact load to the suspension housing 4.

[0107] The load transmission unit 7 disclosed herein also transmits a tensile load from the bending front side frame 2 to the apron reinforcement 3 when a collision load is applied to the vehicle from the front, thereby deforming the apron reinforcement 3 inward and downward in the vehicle width direction.

[0108] Similarly, when a collision load is applied to the vehicle from the front and the front side frame 2 deforms inward in the vehicle width direction, the load transmission unit 7 deforms the apron reinforcement 3 so that it moves inward and downward in the vehicle width direction. The apron reinforcement 3 can contribute to energy absorption.

[0109] (Other embodiments) The front body structure of the vehicle disclosed herein may be applied not only to electric vehicles but also to vehicles in which the battery is not located under the floor.

[0110] Furthermore, the aforementioned shape of the load transmission section 7 is just one example; the load transmission section 7 can have various shapes as long as it has the function of transmitting tensile load from the front side frame 2 to the apron reinforcement 3. [Explanation of Symbols]

[0111] 1. Front body structure 2 Front side frame 24 Upper flange 26. First deformation promotion section 3. Apron Reinforcement 34 Third deformation promotion section 4 Suspension Housing 51. Dashboard 7. Load transmission section 70 Plate-shaped body 71 1st joint 74 Upper plate 75 Lower plate 77. First notch (non-fixed section) 78 1st fixed part 79 Second fixed part 710 Second deformation promotion section 711 Second notch (fourth deformation acceleration section)

Claims

1. A front side frame extending in the front-to-rear direction of the vehicle at the front of the dashboard panel, An apron reinforcement located above the aforementioned front side frame and outward in the vehicle width direction, and extending in the vehicle longitudinal direction, The system comprises a suspension housing located between the front side frame and the apron reinforcement, and fixed to both the front side frame and the apron reinforcement, The front side frame has a first deformation-promoting part that causes the front side frame to bend inward in the vehicle width direction when a collision load is applied to the vehicle from the front, The suspension housing is located at the front of the suspension housing between the front side frame and the apron reinforcement, and further comprises a load transmission section that transmits the collision load to the suspension housing and connects the front side frame and the apron reinforcement, thereby transmitting the tensile load in the vehicle width direction between the front side frame and the apron reinforcement. The load transmission section is a second deformation promotion section located near the first deformation promotion section, and has a second deformation promotion section that promotes the bending deformation of the front side frame. The second deformation-promoting portion includes a first fixing portion fixed to the front side frame at the front of the first deformation-promoting portion, a second fixing portion fixed to the front side frame at the rear of the first deformation-promoting portion, and an unfixed portion located between the first fixing portion and the second fixing portion and not fixed to the front side frame, wherein the front body structure of the vehicle.

2. A front side frame extending in the front-to-rear direction of the vehicle at the front of the dashboard panel, An apron reinforcement located above the aforementioned front side frame and outward in the vehicle width direction, and extending in the vehicle longitudinal direction, The system comprises a suspension housing located between the front side frame and the apron reinforcement, and fixed to both the front side frame and the apron reinforcement, The front side frame has a first deformation-promoting part that causes the front side frame to bend inward in the vehicle width direction when a collision load is applied to the vehicle from the front, The suspension housing is located at the front of the suspension housing between the front side frame and the apron reinforcement, and further comprises a load transmission section that transmits the collision load to the suspension housing and connects the front side frame and the apron reinforcement, thereby transmitting the tensile load in the vehicle width direction between the front side frame and the apron reinforcement. The load transmission section is a second deformation promotion section located near the first deformation promotion section, and has a second deformation promotion section that promotes the bending deformation of the front side frame. The apron reinforcement has a third deformation-promoting portion on the front side of the suspension housing that causes the apron reinforcement to bend inward in the vehicle width direction, The load transmission section is a fourth deformation promoting section located near the third deformation promoting section, and has a fourth deformation promoting section that promotes the bending deformation of the apron reinforcement, in the front body structure of a vehicle.

3. In the front body structure of the vehicle according to claim 1, The load transmission section has a first joint that is joined to the flange of the front side frame, The non-fixed portion is a first notch formed in the first joint portion, the front body structure of the vehicle.

4. In the front body structure of the vehicle according to claim 1 or 2, The load transmission section comprises an upper plate and a lower plate located below the upper plate, in the front body structure of a vehicle.

5. In the front body structure of the vehicle according to claim 4, The upper plate and the lower plate are joined together. The load transmission section is formed between the upper plate and the lower plate and has a closed cross-sectional structure that extends in the longitudinal direction of the vehicle, and is a front body structure of the vehicle.

6. In the front body structure of the vehicle according to claim 3, The apron reinforcement has a third deformation-promoting part that bends the apron reinforcement inward in the vehicle width direction when a collision load is applied to the vehicle from the front, The load transmission portion includes a joint fixed to the apron reinforcement and a second notch located at a position corresponding to the third deformation-promoting portion in the joint and not fixed to the apron reinforcement. A front body structure of a vehicle in which the longitudinal position of the first notch and the longitudinal position of the second notch overlap in the longitudinal direction of the vehicle.

7. In the front body structure of the vehicle according to claim 1 or 2, The load transmission section is a front body structure of a vehicle having a plate-shaped body that connects the suspension housing, the front side frame, and the apron reinforcement to each other.

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