JP6024429B2 - Automobile leg mounting structure - Google Patents

Description

  More specifically, the present invention relates to a bumper member that extends in the vehicle width direction and is supported by the front portion of the vehicle body, and a vehicle body side support member that extends rearward of the bumper member in the vehicle width direction, and A leg-paying structure for an automobile comprising: a leg-paying member extending in the vehicle width direction so as to be supported by the left and right ends of the supporting member, and extending forward from below the bumper member. About.

Generally, there are the following as the leg-paying structure of the automobile in the above-described example.
That is, a bumper member (bumper reinforcement) that extends in the vehicle width direction and is supported by the front portion of the vehicle body and protects the vehicle body from a front collision load (light collision load) equal to or less than the first load (proof strength of the front side frame). Or a combination of a bumper reinforcement and a crash can) and a second load that is rearward of the bumper member and extends in the vehicle width direction and lower than the first load (a load required for the support member) A vehicle-side support member (a shroud support or a shroud frame as a vehicle body constituting member) that can withstand up to 2 mm, and extends in the vehicle width direction so as to be supported by the left and right ends of the support member, and the bumper member The leg-pasting member (resin lower stiff made of resin) that extends from the lower side to the front of the vehicle and that deforms with a third load (leg-feeding reaction force) lower than the second load. , Those having the under cover, etc.), the.

In this way, when the vehicle collides with a pedestrian, the leg of the pedestrian is paid off, the upper body of the pedestrian is tilted on the hood, and the pedestrian is protected from secondary obstacles. There is known a structure in which a wiping member is supported by a support member such as a shroud support on the vehicle body side at a position below the bumper member. A moderately high rigidity and strength to generate a reaction force are required, and a constant crash stroke is required to prevent an increase in load due to the bottom of deformation. On the other hand, a support member such as a shroud support is required at the time of a light collision. In order to reduce the load transmission to the support member so as not to break, low rigidity is required.
In other words, the above-described leg-paying members have conflicting demands of moderately high rigidity and low rigidity, and it has been difficult to configure the leg-paying members so as to satisfy these demands.
In order to solve such problems, an automobile leg-paying structure disclosed in Patent Document 1 has already been invented.

  In the structure disclosed in Patent Document 1, a grid-like rib is formed by a lateral rib extending in the vehicle width direction and a longitudinal rib extending in the vehicle front-rear direction on the lower surface side of the leg-pasting member. A weak part with a V-shaped notch is formed in the middle part of the vehicle in the longitudinal direction of the vehicle, and the leg washer is bent and deformed downward by the weak part at the time of a light collision to transmit the load to a support member such as a shroud support. The shroud support is prevented from being damaged.

However, the conventional structure disclosed in Patent Document 1 has the following problems.
That is, from the viewpoint of aerodynamic characteristics and vehicle turning performance, the front bumper face and bumper reinforcement (bumper member) at the front end of the vehicle are curved forwardly in a plan view, and the shroud support (support member) is extended in the vehicle width direction. When arranged substantially linearly, the distance in the vehicle front-rear direction between the rear end of the leg width member side in the vehicle width direction and the bumper reinforcement (bumper member) is small. Since the difference is small, there is a concern that the amount of deformation in the front-rear direction of the leg member increases, the load necessary for deformation increases rapidly, and the shroud support (support member) is damaged.

  In addition, in the structure where the support part of the leg wiping member is fixed to the front side frame and the leg wiping member does not move backward together with the bumper reinforcement (bumper member), the offset can has a larger crash can than the full lap light collision. As a result of the deformation, the amount of front / rear deformation of the leg wiping member increases, so that the load required for the deformation increases abruptly and the shroud support (support member) may be damaged as described above.

Japanese Patent No. 5034639

  Therefore, the present invention has a large amount of deformation in the front and rear direction of the leg-pasting member and a small amount of stroke remaining in the front-rear direction. The center part in the vehicle width direction of the large-sized leg-pasting member is to provide a leg-pasting structure for an automobile that can achieve both lightweight and high-rigidity and prevention of damage to the support member at the time of a light collision by increasing the longitudinal rigidity. And

According to the present invention, there is provided a bumper structure for a vehicle, which extends in the vehicle width direction and is supported by the front portion of the vehicle body, and protects the vehicle body from a front impact load equal to or lower than the first load, and a rear side of the bumper member. A vehicle body side support member that extends in the vehicle width direction and can withstand a second load lower than the first load, and extends in the vehicle width direction so as to be supported by the left and right ends of the support member, and while being extended forward from below said bumper member, a leg sweep structure for an automobile provided with a leg sweep member to deform at a low third load than the second load, Jokiashi The wiping member has a side portion in the vehicle width direction at a portion corresponding to a side portion in the vehicle width direction of the support member and a position in the vehicle width direction, and the leg wiping member has the first load. to the following pre-impact load, longitudinal length after deformation of the sides in the vehicle width direction The center portion is set to be shorter than the front and rear length after deformation, and a weak portion that becomes a fold starting point at the time of a light collision is extended in the vehicle width direction. with the longitudinal direction rigidity of the central portion is made higher, the front and rear length of the side than to the region of the lateral side in the vehicle width direction of the central portion is set longer, the side portions of the leg sweep member Further, a protrusion protruding from the front edge to the front of the vehicle is provided .
The above bumper member may be set to a bumper reinforcement or a combination of a bumper reinforcement and a crash can. The above support member is set to a shroud support or a shroud frame as a vehicle body component. Alternatively, the above-described leg cleaning member may be set to a resin lower stiffener, an under cover, a foamed resin member, an iron plate, or the like.
The first load mentioned above means the proof strength of the front side frame, the front impact load below the first load means a light impact load, and the second load mentioned above is a load required for the support member. , And the third load described above means a leg-replacing reaction force.

According to the above configuration, since the front and rear length after deformation of the side portion of the leg wiping member is formed to be short, the amount of front and rear deformation of the leg wiping member is large, and the remaining crushing stroke in the front and rear direction is small. The side part can be folded compactly and deformed.
Further, the leg washer member including the weak part has a higher longitudinal rigidity at the center than the side part in the vehicle width direction. The vehicle width direction central portion of the vehicle can be lightweight and highly rigid by increasing the longitudinal rigidity.
In short, the side portion (vehicle width direction side portion) of the leg payment member is reduced in rigidity so that it can be folded compactly during an offset light collision, and the vehicle width direction central portion of the leg payment member is reduced in weight and rigidity.

In one embodiment of the present invention, the ratio of the center part to the side part is set to 46 to 48:16 to 17 in the leg cleaning member .

  In one embodiment of the present invention, a protrusion projecting rearward from the rear edge portion is provided on the side portion of the leg member.

In the above vehicle body side of the support member, a portion for supporting the leg sweep member is substantially linearly extended in the vehicle width direction, and the bumper member and the leg sweep member to an embodiment of the invention, The front edge of the vehicle width direction side portion is inclined rearwardly in the vehicle width direction.

According to the above configuration, the front edge in the vehicle width direction of the bumper member and the leg wiping member is inclined rearward and outward in the vehicle width direction, so that the vehicle front design with good aerodynamic characteristics and vehicle turning performance can be achieved. Due to the inclined structure of the side of the member, the pedestrian's legs can escape to the outside in the vehicle width direction and the pedestrian's legs can be sufficiently paid out while having low rigidity.
In other words, by reducing the rigidity of the side part of the leg cleaning member and inclining the front edge of the side part as described above, the front design of the vehicle, the leg cleaning performance, the repair performance (repair) Repair and care).

In one embodiment of the present invention, the bumper member is provided with crush cans that extend in the front-rear direction and absorb and deform a collision load at both left and right ends thereof.
The above-mentioned crash can may be set as a main crash can that collapses in the front-rear direction at the time of a light collision.

According to the above configuration, in the structure in which the front impact load is absorbed by the crash can, the support member can be protected from the load input through the leg-pasting member at the time of the offset light impact, and the crash can is provided. Compared to a car that does not, it can be easily repaired during a light collision.
In other words, since the front impact load is absorbed by the crash can while protecting the support member, it is only necessary to replace the crash can at the time of a light collision, and the repair performance can be improved.

In one embodiment of the present invention, the leg-pasting member extends outward in the vehicle width direction from the support member, and is provided with an extended end facing the vehicle body-side rigid member in the front-rear direction.
The vehicle body side rigid member described above may be set to a sub-crash can having higher rigidity than the leg-pasting member.

  According to the above configuration, since the above-described extension end portion is provided, the extension end portion of the leg cleaning member is brought into contact with the vehicle body side rigid member at the time of a light collision, and the front collision load is released to the vehicle body side rigid member. The support member can be protected.

In one embodiment of the present invention, the side portion of the leg-pasting member is provided with a reinforcing portion extending in the vehicle width direction at the front portion thereof.
You may set the above-mentioned reinforcement part to the inclination rib formed in the vehicle front-back direction in front of a weak part.

  According to the above configuration, the leg payment load can be distributed in the vehicle width direction by the reinforcing portion extending in the vehicle width direction, and the weak portion of the leg payment position is prevented from being intensively deformed. It is possible to achieve both the reduction in rigidity of the side portion of the member and the securing of the leg-removing reaction force.

  According to the present invention, the leg washer is set such that the front and rear length after deformation of the side portion is set shorter than the front and rear length after deformation of the central portion with respect to a light collision load, and becomes a folding start point during a light collision. Since the weak part is extended in the vehicle width direction, and the leg washer member including the weak part has a higher longitudinal rigidity at the center than the side part in the vehicle width direction, the amount of deformation in the front and rear direction of the leg member is small. The side part in the vehicle width direction, which is large and has a small crushing stroke in the front-rear direction, is folded and deformed compactly, and the center part in the vehicle width direction of the leg washer member with a small amount of front-rear deformation and a large crushing stroke in the front-rear direction By increasing the rigidity, there is an effect that a lightweight and high rigidity can be achieved.

The perspective view which shows the leg payment structure of the motor vehicle of this invention 1 is a perspective view showing the cushioning member, bumper reinforcement and front side frame removed from FIG. Front view of FIG. Right side view of FIG. Bottom view of FIG. Bumper face front view AA arrow sectional view of FIG. BB sectional view of FIG. CC sectional view taken on line CC of FIG. DD sectional view taken along line D-D in FIG. EE arrow sectional view of FIG. (A) is a side view showing the deformation of the leg-pasting member at the time of a full lap light collision, and (b) is a side view showing the deformation of the leg-pasting member at the time of an offset light collision.

The leg-pasting member has a large amount of front-rear deformation and a small crushing stroke in the front-rear direction. The central portion in the width direction extends in the vehicle width direction and is supported by the front of the vehicle body with the aim of increasing the rigidity in the front-rear direction, and is supported from the front impact load below the first load. A bumper member that protects the vehicle body, a vehicle-side support member that extends in the vehicle width direction behind the bumper member and can withstand a second load lower than the first load, and left and right end portions of the support member A leg-paying member that extends in the vehicle width direction so as to be supported by the vehicle and extends forward from below the bumper member and deforms with a third load lower than the second load; Car leg with In construction, the leg sweep member, the side of the vehicle width direction has a portion sides and the vehicle width direction position of the vehicle width direction of the support member supports, further the leg sweep member, the relative first following frontal collision heavy loads, longitudinal length after deformation of the sides, while being set to be shorter than the longitudinal length after deformation of the central portion in the vehicle width direction, and the origin break during a light collision A weak portion extending in the vehicle width direction, and the leg-pasting member including the weak portion has higher rigidity in the front-rear direction of the central portion than in the side portion, and in the vehicle width direction of the central portion. Realized by a configuration in which the front and rear lengths of the side portions are set to be longer than the side portions, and the side portions of the leg-paying members are provided with protrusions protruding forward from the front edge portion of the vehicle. did.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a perspective view showing the leg-paying structure of the automobile, FIG. 2 is a perspective view of a main part shown in FIG. 1 with the cushioning member, the bumper reinforcement, and the front side frame removed. It is.
In FIG. 1, a pair of left and right front side frames 1, 1 extending in the vehicle longitudinal direction on both sides in the vehicle width direction of the engine room are provided. The front side frame 1 is a vehicle body strength member having a closed cross section that extends in the front-rear direction of the vehicle by bonding and fixing the front side frame inner and the front side outer.
A main crash can 4 is attached to the front end of the front side frame 1 via a closing plate 2 and a base plate 3 on the main crash can side.

  As shown in FIGS. 1 and 11, a bumper reinforcement 5 extending in the vehicle width direction is attached between the front portions of the pair of left and right main crash cans 4, 4. As shown in FIG. 11, the bumper reinforcement 5 is a bumper member having a bumper rain closed section 8 extending in the vehicle width direction by bonding and fixing a bumper rain front panel 6 and a bumper rain rear panel 7 having a hat-shaped section. It is.

As shown in a perspective view in FIG. 1, the bumper reinforcement 5 is formed to be curved forward and convex in a plan view, and the front edge of the side portion in the vehicle width direction is inclined rearward and outward in the vehicle width direction. ing. Here, the main crash cans 4, 4 described above extend in the front-rear direction at the left and right ends of the bumper reinforcement 5, and absorb the collision load to deform.
An EA member 9 serving as a buffer member extending in the vehicle width direction is attached to the front surface of the bumper rain front panel 6 in the bumper reinforcement 5 described above along the bumper rain front panel 6. This EA member 9 receives a pedestrian's knee load. As shown in FIGS. 1 and 10, mounting holes 9a and 9a are formed slightly inward in the vehicle width direction from the portion corresponding to the main crash can 4 in the EA member 9, and a pair of left and right mounting holes 9a and 9a are used. The EA member 9 is attached to the bumper rain front panel 6 using an attachment member 10 such as a clip.

As shown in FIGS. 1 and 2, a sub-frame 11 that supports a front wheel via a suspension arm (not shown) such as a lower arm is provided at a lower portion of the front side frame 1.
The sub-frame 11 has a center cross member 12 (so-called suspension cross main body) extending in the vehicle width direction and a closed cross-sectional structure extending in the vehicle front-rear direction from the left and right side portions of the center cross member 12 to the lower portion of the front side frame 1. The front side members 13 and 13, the front cross member 14 that connects the front portions of the left and right front side members 13 and 13 in the vehicle width direction, and the left and right side portions of the center cross member 12 in the vehicle front-rear direction. A rear side member (not shown) having a closed cross-sectional structure that extends and a rear cross member (not shown) that connects the left and right rear side members in the vehicle width direction are provided.

As shown in FIGS. 1 and 11, a bracket 15 as a support member is coupled and fixed to the lower surface of the front portion of the front side frame 1, and the front portion of the front side member 13 of the sub frame 11 and the bracket 15 described above are vertically moved. It is connected by a mounting member 16 extending in the direction.
Further, as shown in FIG. 1, a tower portion 17 (vehicle body mounting member) that rises upward from the front side member 13 is provided at the rear portion of the front side member 13, and an upper end portion of the tower portion 17 is not shown. A member is connected to the lower surface of the front side frame 1.

As shown in FIGS. 2 and 11, a sub-crash can 20 as a vehicle body side rigid member is attached to the front end portion of the front side member 13 via a closing plate 18 and a base plate 19 on the sub-crash can side. .
The sub-crash can 20 is formed with higher rigidity than a leg-pasting member (lower stiffener 40) described later.

As shown in FIGS. 1 and 11, the sub-crash can 20 is positioned below the main crash can 4, and the front end position of the sub-crash can 20 is set to a position corresponding to the bumper reinforcement 5 in the vertical direction. ing.
3 is a front view of FIG. 2, FIG. 4 is a right side view of FIG. 3, and FIG. 5 is a bottom view of FIG.

  As shown in FIGS. 1 to 5, a shroud support 21 is provided as a support member on the vehicle body side that extends in the vehicle width direction behind the bumper reinforcement 5. As shown in FIG. 2, the shroud support 21 includes a shroud upper 21 </ b> U that extends substantially linearly in the vehicle width direction on the upper side, a shroud drawer 21 </ b> L that extends substantially linearly in the vehicle width direction on the lower side, The left and right shroud sides 21S and 21S that connect the shroud upper 21U and the shroud drawer 21L in the vertical direction are integrally formed of synthetic resin to form a substantially rectangular frame shape.

  As shown in FIG. 7, a shroud support 21 as a support member holds a radiator 22 and a condenser 23 (or an intercooler) as a heat exchanger. In this embodiment, as shown in FIG. The support 21 is supported by the bumper reinforcement 5 via a pair of left and right brackets 24, 24. When the main crash can 4 is deformed during a light collision, the bumper reinforcement 5 moves backward, and the shroud support 21 is It is configured to retreat together with the bumper reinforcement 5 via the brackets 24, 24.

6 is a front view of the front bumper face, FIG. 7 is a cross-sectional view taken along line AA in FIG. 6, FIG. 8 is a cross-sectional view taken along line BB in FIG. 6, and FIG. 10 is a cross-sectional view taken along line D-D in FIG. 6, and FIG. 11 is a cross-sectional view taken along line E-E in FIG. 6.
In FIG. 6, 25 is a front bumper face, 26 is an upper garnish located in the middle of the bumper face 25 in the vehicle width direction, 27 is a grille, 28 is a center member, 29 is a garnish, 30 is an air guide opening, and 31 is an undercover. At least the front bumper face 25 at the front end of the vehicle is curved forward and convex in plan view in consideration of aerodynamic characteristics.

As shown in FIGS. 2 and 5, a lower stiffener 40 is provided as a leg-paying member extending forward at a position lower than the bumper reinforcement 5 as a bumper member. Specifically, the lower stiffener 40 extends in the vehicle width direction so as to be supported by the left and right ends of the shroud support 21 and extends from the lower side of the bumper reinforcement 5 to the front of the vehicle. .
In short, the automobile leg-paying structure of this embodiment extends in the vehicle width direction and is supported by the front portion of the vehicle body, and has a front collision load (that is, a light collision load) equal to or less than the first load (the proof strength of the front side frame 1). ) And a second load (shroud support 21) lower than the first load and extending in the vehicle width direction behind the bumper reinforcement 5. A shroud support 21 as a support member on the vehicle body side that can withstand up to the load required for the vehicle body), and the bumper reinforcement 5 that extends in the vehicle width direction so as to be supported by the left and right ends of the shroud support 21. As a leg-paying member that extends forward from below and is deformed by a third load (leg-paying reaction force) lower than the second load. A configuration in which a Roasutifuna 40 made synthetic resin, it is an assumption structure.

As shown in a bottom view in FIG. 5, the lower stiffener 40 described above is located at the center portion 40C corresponding to the center portion of the shroud support 21 and on both outer sides in the vehicle width direction of the center portion 40C. Vehicle width direction side portions 40S, 40S (hereinafter simply referred to as side portions) corresponding to the side portions (see shroud side 21S), and the left and right side portions 40S, 40S extend outward in the vehicle width direction and the sub-crash can 20 , 20 and extended end portions 40E, 40E facing each other in the front-rear direction are integrally formed.
In other words, the lower stiffener 40 as a leg wiping member extends outward in the vehicle width direction from the shroud support 21 and includes an extended end portion 40E facing the sub-crash can 20 as a vehicle body side rigid member in the front-rear direction.

  In this embodiment, when the overall length (full width) of the lower stiffener 40 is “100”, the length of the central portion 40C in the vehicle width direction is set to 46 to 48% of the full width, The length of the side portions 40S, 40S in the vehicle width direction is set to 16 to 17% of the full width, and the length of the extended end portion 40E in the vehicle width direction is set to about 10% of the full width. It is an example and is not limited to this value.

Here, as shown in FIG. 5, a shroud support 21 as a support member on the vehicle body side has a portion 21b (refer to a later-described recess 21a, 21a) for supporting the lower stiffener 40 extending substantially linearly in the vehicle width direction. On the other hand, the lower stiffener 40 has its front edge of the side portion 40S and the extended end portion 40E continuously inclined rearward in the vehicle width direction as shown in FIG.
The above-described lower stiffener 40 has front convex portions 40F and 40F integrally extending forward from the front edge portion of the side portion 40S, and the rear convex portion rearward from the rear edge portion of the side portion 40S. 40R and 40R are extended integrally, and the recessed part 21a is formed in the front side part in the shroud lower 21L of the above-mentioned shroud support 21 so that it may fit with this back convex part 40R and 40R.

As shown in FIGS. 7 and 10, the lower stiffener 40 described above is fastened and supported by the shroud support 21 as a support member using attachment members such as bolts 41 and nuts 42 behind the bumper reinforcement 5. ing.
Further, the lower stiffener 40 described above has flat-shaped (smooth surface-shaped) upper surface portions 40a and 40b shown in FIG. 2, left and right side pieces 40d and 40d extending downward from the left and right ends of the upper surface portion 40a, and an upper surface. A front piece 40e extending downward from the front end of the portion 40a (however, the front piece 40e means a hanging piece in the vehicle width direction extending downward from the front end of each of the portions 40C, 40S, 40E) and the upper surface portions 40a, 40b. A rear piece 40f extending downward from the rear end (however, the rear piece 40f means a hanging piece extending in the vehicle width direction downward from the rear end of each of the portions 40C, 40S, and 40E).

  2, 7, 8, and 10, the lower stiffener 40 described above is a weak point that becomes a starting point in the front-rear direction during a light collision (see FIG. 12 for the folded state of the lower stiffener 40). A V-shaped groove 43 as a portion is formed extending in the vehicle width direction. The V-shaped groove 43 (folding promoting portion) is a groove formed on the upper surface of the lower stiffener 40, and the upper surface portion 40 a, 40 b is positioned on the front side of the V-shaped groove 43 by the V-shaped groove 43. 40 a and a rear upper surface portion 40 b located behind the V-shaped groove 43.

Here, the front upper surface portion 40a is formed in a substantially horizontal shape, and the rear upper surface portion 40b is formed in an inclined shape with front and rear and rear heights as shown in FIGS. There is an effect, and the traveling wind flowing in from the air guide port 30 is guided to the condenser 23 and the radiator 22.
Further, as shown in a bottom view in FIG. 5, a plurality of front and rear ribs 44 that extend in the vehicle front-rear direction and are arranged in the vehicle width direction are integrally formed on the lower surface side of the lower stiffener 40, and the above-described V-shaped groove 43 and On the lower surface side of the lower stiffener 40 that coincides in the vertical direction, a lateral rib 45 extending in the vehicle width direction from the central portion 40C to the vehicle width direction ends of the left and right side portions 40S, 40S is integrally formed.

Further, as shown in FIG. 5, inclined ribs 46, which are reinforcing portions extending in the vehicle width direction, extend forward from the V-shaped groove 43 as the weak portion and are spaced forward from the V-shaped groove 43. Is formed.
The inclined rib 46 is formed in the vehicle width direction from the vicinity of the left end of the left side portion 40S to the vicinity of the right end of the right side portion 40S, and the inclined rib 46 connects the adjacent front and rear ribs 44. Further, it is formed in front of the V-shaped groove 43 so as to be inclined in the vehicle front-rear direction with respect to the V-shaped groove 43, and is curved convexly forward with respect to the V-shaped groove 43, or inverted V-shaped. A plurality of arch-shaped portions are continuous in the left and right direction and are extended in a zigzag shape in the vehicle width direction in the entire front area of the V-shaped groove 43.

The inclined rib 46 described above is formed to have a front top portion 46A and a rear top portion 46B, and the number of arrangement of the front and rear ribs 44 is relatively larger in the periphery of the rear top portion 46B than in the periphery of the front top portion 46A. Thus, the front-rear rigidity in the vehicle width direction is averaged, and the weight and rigidity are increased.
Further, as shown in FIG. 5, a box-shaped under cover mounting portion 47 is provided immediately after the front top portion 46A, and two corners of the box-shaped under cover mounting portion 47 are notched and weakened. Thus, the drain hole 48 is formed so as to secure the rigidity, productivity and functionality of the lower stiffener 40.

As shown in FIG. 5, the horizontal rib 45 has a rear portion substantially corresponding to a left end undercover mounting portion 47 and an undercover mounting portion 47 adjacent thereto. An additional lateral rib 49 extending substantially parallel to 45 is provided. Similarly, a rear portion of the horizontal rib 45 is substantially parallel to the horizontal rib 45 substantially correspondingly between the under cover mounting portion 47 at the right end in the vehicle width direction and the under cover mounting portion 47 provided adjacent thereto. An additional lateral rib 49 is provided to adjust the strength of the lower stiffener 40.
That is, the additional lateral rib 49 is not provided at a position corresponding to the space between the under cover mounting portions 47 and 47 located on the center side in the vehicle width direction among the four under cover mounting portions 47 in total. Yes.

  Due to the zigzag inclined ribs 46 shown in FIG. 5, the stiffness of the lower stiffener 40 is increased in the front-rear direction, thereby reducing the number of lateral ribs compared to the structure disclosed in Patent Document 1, It is configured to delay the deformation bottom at the time of a crash.

Further, as shown in FIG. 2, among the total of four under cover attachment portions 47, the upper surface side of the V-shaped groove 43 corresponding to the space between the under cover attachment portions 47, 47 located on the center side in the vehicle width direction, A plurality of upper surface side ribs 50 are integrally formed at intervals in the width direction.
In other words, the center side in the vehicle width direction of the lower stiffener 40 has a large deformation remaining margin in the event of a crash because of vehicle design. Therefore, the rib 50 is provided on the upper surface side to increase rigidity and reduce weight and rigidity. It is configured to prevent vertical vibration at the time (non-collision).

The lower stiffener 40 including the V-shaped groove 43 as the weak portion described above has a relatively large number of front and rear ribs 44 formed in the central portion 40C with respect to the front and rear ribs formed on the side portion 40S, and a plurality of By providing the upper surface side ribs 50, the rigidity in the front-rear direction of the center portion is increased, and the number of front and rear ribs 44 formed in the side portion 40S of the lower stiffener 40 is relatively small relative to the number of front and rear ribs formed in the center portion 40C. In addition, by providing the water drain hole 48, the longitudinal rigidity of the side portion 40S is relatively low.
In addition, the lower stiffener 40 has a front / rear length L1 (see FIG. 12) after deformation of the side portion 40S with respect to a front collision load (that is, a light collision load) equal to or less than the first load (proof strength of the front side frame 1). It is set to be shorter (L1 <L2) than the longitudinal length L2 (see FIG. 12) after the deformation of the central portion 40C.
Further, as shown in FIG. 5, a gap G is provided between the front end of the sub-crash can 20 and the rear piece 40f of the extended end portion 40E of the lower stiffener 40. The both 40E and 20 are configured to be compatible with interference prevention.

12A corresponds to a cross section of the central portion 40C of the lower stiffener 40 shown in FIG. 7, and is a side view showing a deformed state of the lower stiffener 40 at the time of a full lap light collision (center collision). ) Corresponds to a cross section of the side portion 40S of the lower stiffener 40 shown in FIG. 9, and is a side view showing a deformed state of the lower stiffener 40 at the time of an offset light collision (side collision).
Normally, the front end of the lower stiffener 40 is located in front of the bumper reinforcement 5 as shown in FIGS. 7 to 11, and the bumper reinforcement 5 is centered in the vehicle width direction due to vehicle design. Protrudes forward in a curved shape compared to both sides in the vehicle width direction. For this reason, the longitudinal length after deformation of the lower stiffener 40 at the time of a light collision is shorter on the side of the lower stiffener than on the central portion of the lower stiffener.

  At the time of the full lap light collision shown in (a) of FIG. 12 (at the time of the central collision), the collision load is evenly distributed to the left and right main crash cans 4 and 4, so that the deformation in the front-rear direction of the lower stiffener 40 is reduced. The lower stiffener 40 is compactly folded and deformed into a substantially V shape in a side view starting from a V-shaped groove 43 serving as a weak portion serving as a folding start point, and the front-rear length after the deformation is L2.

At the time of an offset light collision shown in FIG. 12B (at the time of a side collision), the load concentrates on the main crash can 4 on the collision side, so that the deformation in the front-rear direction of the lower stiffener 40 becomes large. The stiffener 40 is bent and deformed starting from the V-shaped groove 43 serving as a weak starting point. However, the side 40S of the lower stiffener 40 has a relatively small number of front and rear ribs 44 and the drain hole 48. Since the rigidity of the side portion 40S is reduced, the longitudinal length L1 after the deformation is shortened, and the lower stiffener 40 can be folded and deformed more compactly.
That is, the front / rear length L1 after deformation of the side portion 40S is shorter than the front / rear length L2 after deformation of the central portion 40C (L1 <L2) with respect to a light collision load.
8, 9, and 10, 51 is a shroud door panel that connects the upper garnish 26 and the grill 27 and the shroud door 21 </ b> U of the shroud support 21. In the figure, arrow F indicates the front of the vehicle, and arrow R indicates the rear of the vehicle.

  As described above, the leg-paying structure of the automobile of the above embodiment extends in the vehicle width direction and is supported by the front portion of the vehicle body, and has a front impact load (that is, light weight) equal to or less than the first load (proof strength of the front side frame 1). A bumper member (see bumper reinforcement 5) that protects the vehicle body from a collision load), extends in the vehicle width direction behind the bumper member (bumper reinforcement 5), and is lower than the first load. The vehicle body side support member (see shroud support 21) that can withstand up to 2 loads (the load required for the support member), and extends in the vehicle width direction so as to be supported by the left and right ends of the support member (shroud support 21). And a third load that is lower than the second load (ie, a leg-replacing reaction) while extending forward from below the bumper member (see bumper reinforcement 5). ), And the leg washer structure (refer to the lower stiffener 40), wherein the leg washer member (the lower stiffener 40) is subjected to a front impact load equal to or less than the first load. The longitudinal length L1 after the deformation of the side portion 40S is set shorter than the longitudinal length L2 after the deformation of the central portion 40C, and the weak portion (see the V-shaped groove 43) that becomes the starting point at the time of a light collision is the vehicle width. The weak portion (V-shaped groove 43) has a longitudinal rigidity in the center portion 40C higher than that in the vehicle width direction side portion 40S (FIGS. 1, 2, and 5). , See FIG.

According to this configuration, since the front / rear length L1 after deformation of the side portion 40S of the leg wiping member (lower stiffener 40) is shortened (L1 <L2), the leg wiping member (lower stiffener at the time of offset light collision) The vehicle width direction side portion 40S, which has a large amount of front / rear deformation 40) and a small crushing stroke in the front / rear direction, can be folded and deformed in a compact manner.
Further, since the weak portion (V-shaped groove 43) has a longitudinal direction rigidity of the central portion 40C higher than that of the side portion 40S in the vehicle width direction, the amount of front-rear deformation is small during a full set light collision. The center part 40C in the vehicle width direction of the leg-pasting member (the lower stiffener 40) having a large remaining crushing stroke in the direction can increase the rigidity in the front-rear direction, thereby achieving light weight and high rigidity.
In short, the side portion (vehicle width direction side portion) 40S of the leg washer member (lower stiffener 40) is reduced in rigidity so as to be compactly folded at the time of an offset light collision, and the center portion in the vehicle width direction of the leg washer member (lower stiffener 40). 40C is lighter and more rigid.
Further, the vehicle body side support member (see shroud support 21) has a portion 21b that supports a leg wiper member (see lower stiffener 40) extending substantially linearly in the vehicle width direction, and the bumper member (bumper reinforcement). The front edge of the side part in the vehicle width direction is inclined rearward and outward in the vehicle width direction (see FIGS. 1 and 5).

According to this configuration, the front edge of the vehicle width direction side portion of the bumper member (bumper reinforcement 5) and the leg wiper member (lower stiffener 40) is inclined rearward and outward in the vehicle width direction. The front side of the pedestrian (lower stiffener 40) has a slant structure that allows the pedestrian's legs to escape to the outside in the vehicle width direction while being low in rigidity. Can pay enough.
In other words, by reducing the rigidity of the side portion 40S of the leg wiping member (the lower stiffener 40) and inclining (backwardly tilting) the front edge of the side portion 40S as described above, the front design of the vehicle and the leg wiping performance are achieved. In addition, repair performance (repair means repair and care) can be ensured.
Further, the bumper member (see the bumper reinforcement 5) is provided with a crash can (see the main crash can 4) that extends in the front-rear direction and absorbs and deforms a collision load at both left and right ends (see FIG. 4). 1, see FIG.

According to this configuration, in the structure in which the front impact load is absorbed by the crash can (main crash can 4), the support member with respect to the load input via the leg washer (lower stiffener 40) at the time of the offset light impact. (Shroud support 21) can be protected, and repair in a light collision can be easily performed as compared with an automobile having no crash can.
That is, since the front impact load is absorbed by the crash can (main crash can 4) while protecting the support member (the shroud support 21), it is sufficient to repair the crash can (main crash can 4) at the time of a light collision. Since the shroud support 21 is not damaged, the repair performance can be improved.
Furthermore, the leg washer member (see the lower stiffener 40) extends outward in the vehicle width direction relative to the support member (see the shroud support 21) and has a higher rigidity than the vehicle body side rigid member (the lower stiffener 40). 20) and an extended end portion 40E facing the front-rear direction (see FIG. 5).

According to this configuration, since the above-described extension end 40E is provided, the extension end 40E of the leg washer (lower stiffener 40) is brought into contact with the vehicle body side rigid member (sub-crash can 20) at the time of a light collision, The support member (the shroud support 20) can be protected by releasing the front collision load to the vehicle body side rigid member (the sub-crash can 20).
In addition, the side portion 40S of the leg wiping member (the lower stiffener 40) has a reinforcing portion extending in the vehicle width direction at the front thereof (see the inclined rib 46, in particular, the inclined rib 46 at a position corresponding to the side portion 40S in FIG. 5). ) Is provided (see FIG. 5).
In this embodiment, the reinforcing portion described above is set to an inclined rib 46 that is formed to be inclined in the vehicle front-rear direction, separated from the weak portion in front of the weak portion (V-shaped groove 43).

  According to this configuration, the leg payment load can be dispersed in the vehicle width direction by the reinforcing portion (inclined rib 46) extending in the vehicle width direction, and the weak portion (V-shaped groove 43) at the leg payment position is intensively deformed. Therefore, it is possible to achieve both reduction in rigidity of the side portion 40S of the leg-pasting member (lower stiffener 40) and securing of the leg-pasting reaction force.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The bumper member of the present invention corresponds to the bumper reinforcement 5 of the embodiment,
Similarly,
The support member corresponds to the shroud support 21;
The leg cleaning member corresponds to the lower stiffener 40,
The weak part corresponds to the V-shaped groove 43,
The crash can corresponds to the main crash can 4,
The vehicle body side rigid member corresponds to the sub-crash can 20,
The protrusion according to claim 1 corresponds to the front protrusions 40F and 40F,
The protrusion according to claim 3 corresponds to the rear protrusions 40R, 40R,
The reinforcing portion corresponds to the inclined rib 46,
The present invention is not limited to the configuration of the above-described embodiment.

For example, in the above embodiment, the shroud support 21 as the support member is connected to the bumper reinforcement 5 via the bracket 24. However, the present invention is not limited to this configuration, and the shroud support 21 is connected to the front side frame 1. Of course, it may be connected to a vehicle body side member such as.
Further, the support member is not limited to the shroud support, and may be a cross member having rigidity lower than that of the bumper member and spanned between the front portions of the left and right front side frames 1.

  As described above, the present invention includes a bumper member that extends in the vehicle width direction and is supported by the front portion of the vehicle body and protects the vehicle body from a light collision load, and a support member that extends rearward of the bumper member in the vehicle width direction. Useful for a leg-paying structure of an automobile comprising: a leg-paying member extending in the vehicle width direction so as to be supported by the left and right ends of the supporting member, and extending forward from below the bumper member It is.

4 ... Main Crash Can (Crash Can)
5 ... Bumper reinforcement (bumper member)
20 ... Sub-crash can (vehicle body side rigid member)
21 ... Shroud support (support member)
40. Lower stiffener (legged member)
40C ... Central part 40S ... Side part 40E ... Extension end part 40F, 40F ... Forward convex part (projection part of Claim 1 )
40R, 40R ... rear convex part (protrusion part of Claim 3)
43 ... V-shaped groove (weak part)
46 ... Inclined rib (reinforcing part)

Claims (7)

A bumper member that extends in the vehicle width direction and is supported by the front portion of the vehicle body, and that protects the vehicle body from a front collision load equal to or lower than the first load;
A vehicle-side support member that extends in the vehicle width direction behind the bumper member and can withstand a second load lower than the first load;
A third load that extends in the vehicle width direction so as to be supported by the left and right ends of the support member, extends from below to the front of the bumper member, and is lower than the second load. A leg-pasting structure for an automobile provided with a deforming leg-pasting member,
The leg-pasting member has a side portion in the vehicle width direction at a portion corresponding to a side portion in the vehicle width direction of the support member and a position in the vehicle width direction.
Furthermore the leg sweep member, the relative first following frontal collision heavy loads, with longitudinal length after deformation of the side is set shorter than the longitudinal length after deformation of the central portion in the vehicle width direction ,
The weak part that becomes the starting point at the time of a light collision is extended in the vehicle width direction,
The leg-paying member including the weak part has higher longitudinal rigidity of the central part than the side part,
The front and rear length of the side portion is set to be longer than the side portion side portion in the vehicle width direction of the center portion ,
A leg-paying structure for an automobile , wherein the side portion of the leg-paying member is provided with a protrusion protruding forward from the front edge portion of the vehicle . The automobile leg-paying structure according to claim 1 , wherein the leg-paying member has a ratio between the central portion and the side portion set to 46 to 48:16 to 17 . The leg-paying structure for an automobile according to claim 1 or 2, wherein a protrusion projecting rearward from the rear edge is provided on the side portion of the leg-paying member. The body side of the support member, a portion for supporting the leg sweep member is substantially linearly extended in the vehicle width direction, and the said bumper member and the leg sweep member, the leading edge of the vehicle width direction side The leg-paying structure for an automobile according to any one of claims 1 to 3, which is inclined rearward and outward in the vehicle width direction. The automobile bumper structure according to any one of claims 1 to 4, wherein the bumper member is provided with crush cans that extend in the front-rear direction and absorb and deform a collision load at both left and right ends thereof. The automobile according to any one of claims 1 to 5, wherein the leg-pasting member extends outward in the vehicle width direction from the support member, and is provided with an extended end facing the vehicle body-side rigid member in the front-rear direction. Leg-paying structure. The side part of the said leg payment member is a leg payment structure of the motor vehicle in any one of Claims 1-6 by which the reinforcement part extended in a vehicle width direction was provided in the front part.

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