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WO2014097765A1 - Structure de carrosserie de véhicule automobile - Google Patents

Structure de carrosserie de véhicule automobile Download PDF

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Publication number
WO2014097765A1
WO2014097765A1 PCT/JP2013/080213 JP2013080213W WO2014097765A1 WO 2014097765 A1 WO2014097765 A1 WO 2014097765A1 JP 2013080213 W JP2013080213 W JP 2013080213W WO 2014097765 A1 WO2014097765 A1 WO 2014097765A1
Authority
WO
WIPO (PCT)
Prior art keywords
bumper beam
impact absorbing
vehicle body
body structure
rear direction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2013/080213
Other languages
English (en)
Japanese (ja)
Inventor
重人 安原
朋也 彌武
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2012279184A external-priority patent/JP5862554B2/ja
Priority claimed from JP2012279185A external-priority patent/JP5862555B2/ja
Priority claimed from JP2012280472A external-priority patent/JP5881117B2/ja
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of WO2014097765A1 publication Critical patent/WO2014097765A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R2019/247—Fastening of bumpers' side ends

Definitions

  • the present invention relates to an automobile body structure in which a bumper beam extension made of FRP is disposed between a body frame extending in the front-rear direction and a bumper beam extending in the vehicle width direction.
  • the reinforcement extension does not bend sufficiently inward in the vehicle width direction, and the convex part cannot contact the outer side surface of the front side member in the vehicle width direction, so the necessary shock absorption performance may not be obtained. there were.
  • the present invention has been made in view of the above-described circumstances, and an object thereof is to improve the shock absorbing performance of the bumper beam extension at the time of offset collision.
  • a vehicle body structure for an automobile in which a bumper beam extension made of FRP is disposed between a vehicle body frame extending in the front-rear direction and a bumper beam extending in the vehicle width direction.
  • the shape of the bumper beam extension in plan view is that the inner end in the front-rear direction is parallel to the vehicle width direction, the inner end in the vehicle width direction is parallel to the front-rear direction, and the outer end in the front-rear direction is inward in the front-rear direction.
  • the bumper beam extension is provided with a main shock absorbing portion on the inner side in the vehicle width direction and a secondary shock absorbing portion on the outer side in the vehicle width direction, and the main shock absorbing portion with respect to the vehicle body frame.
  • a vehicle body structure of an automobile characterized in that it is aligned in the front-rear direction and the sub-impact absorber is arranged forward with respect to the wheels.
  • a vehicle body structure of an automobile characterized in that the sub-impact absorber and the wheel are arranged in the front-rear direction. .
  • the bumper beam extension in addition to the first or second feature, includes a plurality of sub-impact absorbers smaller than the main impact absorber arranged in the vehicle width direction.
  • a vehicle body structure having the feature 3 is proposed.
  • the bumper beam extension is formed by laminating a discontinuous fiber reinforced resin layer on at least the outer surface of the continuous fiber reinforced resin layer.
  • a vehicle body structure for an automobile according to a fourth feature is proposed in which the discontinuous fiber reinforced resin layer of the sub-impact absorber includes a plurality of ribs extending in the front-rear direction.
  • the bumper beam extension includes a main closed cross-sectional portion configured by combining a pair of main impact absorbing portions to form a closed cross-section.
  • a vehicle body structure for an automobile having a fifth feature comprising a sub-closed cross-sectional portion configured by combining a pair of the sub-impact absorbing portions to form a closed cross-section.
  • the bumper beam extension includes a fragile portion between the main impact absorbing portion and the secondary impact absorbing portion.
  • a vehicle body structure having the feature 6 is proposed.
  • a vehicle body structure of an automobile in which the weak portion is a slit extending in the front-rear direction.
  • an extension portion is projected from the inner end in the front-rear direction of the auxiliary impact absorbing portion of the bumper beam extension toward the wheel.
  • the sub-impact absorbing portion is arranged such that the outer side in the front-rear direction is inclined outward in the vehicle width direction. Is proposed.
  • a tenth aspect is that the front-rear direction outer end of the bumper beam extension is inclined inward in the front-rear direction from the inner side in the vehicle width direction toward the outer side in the vehicle width direction.
  • a featured vehicle body structure is proposed.
  • a front-rear inner end extending in the vehicle width direction of the bumper beam extension is attached to a front-rear outer end of the body frame via a mounting plate.
  • the eleventh feature is characterized in that the main impact absorbing portion is linearly connected to an outer end in the front-rear direction of the body frame, and the auxiliary impact absorbing portion is connected to a side surface of the body frame via a brace member.
  • the bumper beam extension is configured by combining an upper member and a lower member, and the upper member and the lower member are A vehicle characterized by comprising an inner layer in which continuous fibers oriented in the direction and continuous fibers oriented in the vehicle width direction or in the vertical direction are consolidated with a resin, and an outer layer in which discontinuous fibers are consolidated with a resin.
  • a vehicle body structure is proposed.
  • the outer layer includes ribs extending along the axes of the main impact absorbing portion and the secondary impact absorbing portion. A structure is proposed.
  • the outer layer includes a flange bent in a direction intersecting an input direction of a collision load of the bumper beam extension.
  • the bumper beam extension includes a main closed cross-sectional portion configured by combining a pair of main impact absorbing portions into a closed cross-section.
  • a vehicle body structure for an automobile according to a fifteenth feature is proposed, comprising a sub-closed cross-sectional portion configured by combining a pair of the sub-impact absorbing portions to form a closed cross-section.
  • the vehicle body structure of an automobile according to the sixteenth feature is that, in addition to the first feature, the plate thickness of the sub impact absorbing portion is set smaller than the plate thickness of the main impact absorbing portion. Is proposed.
  • the bumper beam extension includes a main closed cross-sectional portion configured by combining a pair of main impact absorbing portions to form a closed cross-section, and a pair of sub-impact absorbing components.
  • a vehicle body structure for an automobile according to the seventeenth feature is proposed, comprising a sub-closed cross-sectional portion configured to have a closed cross-section by connecting portions.
  • the main impact absorbing portion is configured by laminating a discontinuous fiber reinforced resin layer on both inner and outer surfaces of a continuous fiber reinforced resin layer
  • a vehicle body structure for an automobile according to the eighteenth feature is proposed in which the shock absorbing portion is configured by laminating a discontinuous fiber reinforced resin layer only on the outer surface of the continuous fiber reinforced resin layer.
  • ribs in which discontinuous fibers are hardened with a thermoplastic resin are provided on the outer surfaces of the main impact absorbing portion and the secondary impact absorbing portion.
  • a vehicle body structure is proposed.
  • the bumper beam extension is bent in a direction intersecting the input direction of the collision load to discontinuously discontinue the thermoplastic resin.
  • a vehicle body structure for an automobile is proposed, characterized in that the vehicle body structure is characterized in that it comprises a flange that is hardened in the above-mentioned manner and the bumper beam is connected to the flange.
  • the continuous fibers of the continuous fiber reinforced resin layer of the main impact absorbing portion include a first direction that is an input direction of a collision load and a second direction orthogonal thereto.
  • a vehicle body structure for an automobile according to a twenty-first feature is proposed, wherein the main impact absorbing portion is provided with a ridge line that forms a corner portion along the input direction of the collision load.
  • the sub-closed cross-section portion is connected to the outer side in the vehicle width direction of the main closed cross-section portion, and the main closed cross-section portion is outside the front-rear direction of the body frame.
  • a vehicle body structure for an automobile according to a twenty-second feature is proposed, wherein the vehicle body structure is connected to the end in a straight line, and the sub-closed cross-section portion is connected to a side surface of the body frame via a brace member.
  • the front-rear direction outer end of the sub-closed cross-section portion is located on the inner side in the front-rear direction than the front-rear direction outer end of the main closed cross-section portion.
  • a featured vehicle body structure is proposed.
  • the front side frame front portion 14 of the embodiment corresponds to the vehicle body frame of the present invention, and the first sub impact absorbing portion 18b and the second sub impact absorbing portion 18c of the embodiment are included in the sub impact absorbing portion of the present invention.
  • the first sub-closed section 23 and the second sub-closed section 24 of the embodiment correspond to the sub-closed section of the present invention, and the front fastening flanges 51b and 51b of the embodiment are the flanges of the present invention.
  • the first reinforcing ribs 51h and 52h and the second reinforcing ribs 51i and 52i of the embodiment correspond to the ribs of the present invention, and the slits 51n and 52n of the embodiment correspond to the weak parts of the present invention,
  • the front wheel 65 of the embodiment corresponds to the wheel of the present invention.
  • the bumper beam extension disposed between the vehicle body frame and the bumper beam is made of FRP material, and the bumper beam extension has a plan view shape in which the inner end in the front-rear direction is in the vehicle width direction. Are parallel to each other, the inner end in the vehicle width direction is parallel to the front-rear direction, and the outer end in the front-rear direction is a trapezoidal or triangular shape that inclines inward in the front-rear direction toward the outer side in the vehicle width direction.
  • the bumper beam extension includes a main impact absorbing portion on the inner side in the vehicle width direction and a secondary impact absorbing portion on the outside in the vehicle width direction.
  • the main impact absorbing portion is aligned in the front-rear direction with respect to the vehicle body frame. Since it is arranged in front of the wheel, even if a collision load is input to the outer end in the vehicle width direction of the bumper beam at the time of narrow offset frontal collision or rearward collision of the narrow offset, the secondary impact absorbing part is attached to the wheel. By contacting, the bumper beam extension moves in the front-rear direction without tilting. As a result, the collision load input from the bumper beam is securely supported by the vehicle body frame to effectively crush the main shock absorbing portion of the bumper beam extension, and the collision load is supported by the wheel to assist the bumper beam extension in the secondary impact.
  • the impact absorbing effect by the bumper beam extension can be enhanced by effectively crushing the absorbing portion.
  • the secondary impact absorbing portion and the wheel are arranged in the front-rear direction, so that the secondary impact absorbing portion can be brought into more reliable contact with the wheel.
  • the plurality of sub impact absorbing portions smaller than the main impact absorbing portion are juxtaposed in the vehicle width direction on the bumper beam extension, the plurality of sub impact absorbing portions are arranged in the vehicle width direction. It can be brought into contact with the entire circumferential surface of the curved wheel to exhibit the maximum shock absorbing performance.
  • the bumper beam extension is formed by laminating a discontinuous fiber reinforced resin layer on at least the outer surface of the continuous fiber reinforced resin layer, and the discontinuous fiber reinforced resin of the secondary impact absorbing portion. Since the layer includes a plurality of ribs extending in the front-rear direction, the rib can be easily formed with a discontinuous fiber reinforced resin layer having good moldability while ensuring the rigidity of the bumper beam extension with the continuous fiber reinforced resin layer. Moreover, the shock absorption performance can be enhanced by increasing the contact area with the wheel by the rib.
  • the bumper beam extension includes a main closed cross section configured by combining a pair of main shock absorbers and a closed cross section, and a pair of sub shock absorbers combined. Therefore, the shock absorbing performance can be enhanced by reducing the opening of the main impact absorbing portion and the sub impact absorbing portion by closing the main impact absorbing portion and the sub impact absorbing portion.
  • the bumper beam extension includes a fragile portion between the main impact absorbing portion and the secondary impact absorbing portion, the secondary impact absorbing member separated from the main impact absorbing portion by breaking the fragile portion.
  • the impact absorbing performance can be further enhanced by bringing the portion into contact with the wheel at an early stage and independently crushing both the main impact absorbing portion and the sub impact absorbing portion.
  • the fragile portion is a slit extending in the front-rear direction
  • the secondary impact absorbing portion can be separated from the main impact absorbing portion by reliably breaking the slit.
  • the extension portion protrudes from the inner end in the front-rear direction of the auxiliary impact absorbing portion of the bumper beam extension toward the wheel, the auxiliary impact absorbing portion is brought into contact with the wheel at an early stage.
  • the shock absorption amount of the secondary shock absorbing portion since the extension portion protrudes from the inner end in the front-rear direction of the auxiliary impact absorbing portion of the bumper beam extension toward the wheel, the auxiliary impact absorbing portion is brought into contact with the wheel at an early stage.
  • the auxiliary impact absorbing portion is disposed so that the front-rear direction outer side is inclined outward in the vehicle width direction, the collision load of the oblique collision is received in the axial direction of the auxiliary impact absorbing portion. And sufficient impact absorbing section performance can be exhibited.
  • the outer end in the front-rear direction of the bumper beam extension is inclined inward in the front-rear direction from the inner side in the vehicle width direction toward the outer side in the vehicle width direction. It is possible to avoid contact with an obstacle in a narrow place.
  • the front / rear direction inner end of the bumper beam extension extending in the vehicle width direction is attached to the front / rear direction outer end of the vehicle body frame via the attachment plate, and the main shock absorber is attached to the vehicle body frame. It is connected to the outer edge in the front-rear direction in a straight line, and the secondary impact absorbing part is connected to the side of the body frame via a brace member, so that the collision load of frontal collision or rearal collision is transferred via the main impact absorbing part of the bumper beam extension.
  • the bumper beam extension sub-impact absorber and bracing member By transmitting the oblique collision load to the body frame via the bumper beam extension sub-impact absorber and bracing member, it exhibits effective shock absorbing performance against collision loads in various directions. Can be made.
  • the bumper beam extension is configured by connecting an upper member and a lower member, and the upper member and the lower member are formed of continuous fibers oriented in the front-rear direction and a vehicle width direction or a vertical direction.
  • the lower member be molded easily, but also by laminating a high-strength inner layer and a low-strength outer layer, the fiber and the resin are sequentially broken from the end side where the collision load is input. Absorption can be increased.
  • the outer layer since the outer layer includes ribs extending along the axes of the main impact absorbing portion and the secondary impact absorbing portion, not only can the rib be easily formed with discontinuous fibers having high formability.
  • the ribs can suppress delamination of the continuous fibers of the inner layer and improve the shock absorbing performance.
  • the outer layer since the outer layer includes a flange bent in a direction intersecting the input direction of the bumper beam extension collision load, the collision load is input from the bumper beam to the bumper beam extension.
  • the shock absorbing performance can be enhanced by the flange having a large pressure-receiving area being a trigger (trigger for causing destruction), and the bumper beam extension being sequentially crushed in the front-rear direction.
  • the bumper beam extension is formed by combining a pair of the main shock absorbers to form a closed cross section and a pair of the sub shock absorbers. Since it has the sub closed cross-section part comprised in the closed cross section, it can improve shock absorption performance by making the main shock absorption part and the sub impact absorption part into a closed cross section and suppressing mouth opening.
  • the main shock absorbing portion since the plate thickness of the sub impact absorbing portion is set smaller than the plate thickness of the main impact absorbing portion, the main shock absorbing portion has a relatively high main shock absorption capability.
  • the shock absorbing performance of the bumper beam extension is optimized according to the distribution of the magnitude of the input collision load by using the sub shock absorbing area as the sub shock absorbing area with a relatively low shock absorbing capacity. be able to.
  • the bumper beam extension is made of FRP, it is lighter than that made of steel plate, and the weight can be further reduced by reducing the thickness of the sub impact absorbing portion.
  • the bumper beam extension includes a main closed cross-sectional portion configured by combining a pair of main impact absorbing portions to form a closed cross section, and a pair of sub impact absorbing portions connected by a closed cross section. Therefore, the shock absorbing performance can be enhanced by reducing the opening of the main impact absorbing portion and the sub impact absorbing portion by closing the main impact absorbing portion and the sub impact absorbing portion.
  • the main impact absorbing portion is formed by laminating discontinuous fiber reinforced resin layers on both the inner and outer surfaces of the continuous fiber reinforced resin layer, and the secondary impact absorbing portion is a continuous fiber reinforced resin layer. Since the discontinuous fiber reinforced resin layer is laminated only on the outer surface of the substrate, it is easy to set the plate thickness of the sub impact absorbing portion to be smaller than the plate thickness of the main impact absorbing portion. Moreover, when a collision load is input to the main impact absorbing portion, the continuous fiber reinforced resin layer supports the tensile load, and the discontinuous fiber reinforced resin layers on both the inner and outer surfaces support the compressive load.
  • the continuous fiber reinforced resin layer supports the tensile load and compresses the discontinuous fiber reinforced resin layer on the outer surface when a collision load is input to the secondary shock absorber. By supporting the load, delamination of the continuous fiber reinforced resin layer can be suppressed and the shock absorbing performance can be enhanced.
  • ribs formed by discontinuous fibers hardened with thermoplastic resin are formed in the front-rear direction on the outer surfaces of the main impact absorbing portion and the secondary impact absorbing portion.
  • the inner surface of the main impact absorbing portion has ribs made of discontinuous fibers hardened with thermoplastic resin in the front-rear direction. Therefore, even if a collision load of an oblique collision is input, delamination of the continuous fiber reinforced resin layer can be suppressed.
  • the bumper beam extension is provided with a flange which is bent in a direction crossing the input direction of the collision load, and the discontinuous fibers are hardened with a thermoplastic resin. Because it is connected, when a collision load is input from the bumper beam to the bumper beam extension, a flange with a large pressure receiving area is triggered (triggering to cause destruction), and the bumper beam extension is sequentially crushed in the front-rear direction to absorb the shock. Performance can be increased.
  • the continuous fibers of the continuous fiber reinforced resin layer of the main impact absorbing portion are oriented in the first direction which is the input direction of the collision load and the second direction orthogonal thereto.
  • the main shock absorbing portion includes a ridge line that forms a corner portion along the input direction of the collision load. Therefore, when the ridge line that forms the corner portion is deformed so as to spread radially outward by the collision load, the second direction The continuous fibers oriented in the direction can be stretched to increase the amount of shock absorption.
  • the sub closed cross-section portion is connected to the outer side in the vehicle width direction of the main closed cross-section portion, and the main closed cross-section portion is linearly connected to the outer end in the front-rear direction of the vehicle body frame.
  • the sub-closed section is connected to the side of the body frame via a bracing member, so that not only can the front-rear dimension of the front of the body be reduced, but shock absorption performance can be ensured, as well as impact load during offset collisions. It can be absorbed efficiently.
  • the front-rear outer end of the sub-closed cross-section is located on the inner side in the front-rear direction than the front-rear outer end of the main closed cross-section, First, an input is made to the outer end in the front-rear direction of the main closed cross-section portion, which becomes a trigger for crushing, and the bumper beam extension can be sequentially crushed in the front-rear direction to improve the shock absorbing performance.
  • FIG. 1 is a perspective view of a front part of a vehicle body.
  • FIG. 2 is a view in the direction of the arrow 2 in FIG.
  • FIG. 3 is a perspective view of the bumper beam.
  • FIG. 4 is an enlarged view of part 4 of FIG.
  • FIG. 5 is an enlarged view of part 5 of FIG.
  • First embodiment 6 is a cross-sectional view taken along line 6-6 of FIG.
  • First embodiment 7 is a cross-sectional view taken along line 7-7 in FIG.
  • FIG. 8 is an exploded perspective view of the bumper beam extension.
  • FIG. 9 is a view taken in the direction of arrows 9 (A) to 9 (D) in FIG. (First embodiment) FIG.
  • FIG. 10 is an explanatory diagram of a bumper beam extension manufacturing method.
  • FIG. 11 is a diagram for explaining the operation when a collision load is input.
  • FIG. 12 is a diagram for explaining the operation when a collision load is input.
  • FIG. 13 is a diagram for explaining the operation when a collision load is input.
  • FIG. 14 is an explanatory diagram of the operation of the fragile portion of the bumper beam extension.
  • FIG. 15 corresponds to FIG.
  • FIG. 16 corresponds to FIG.
  • FIG. 17 corresponds to FIG. (Third embodiment)
  • FIG. 18 is a view taken in the direction of arrows 18 (A) to 18 (D) in FIG. (Third embodiment)
  • the front-rear direction impact load input direction
  • the left-right direction vehicle width direction
  • the up-down direction are defined with reference to the passenger seated in the driver's seat.
  • the vehicle body of the embodiment includes a cabin 11 integrally formed in a bathtub shape with FRP such as CFRP (carbon fiber reinforced resin), and a dash panel 12 standing from its front end.
  • FRP such as CFRP (carbon fiber reinforced resin)
  • a pair of left and right suspension support members 13, 13 that are die-cast with an aluminum alloy are fixed to the front surface.
  • the suspension support members 13 and 13 include damper housings 13a and 13a that support upper ends of suspension dampers (not shown), and front side frame rear portions 13b and 13b that are connected to lower portions of the damper housings 13a and 13a and extend forward.
  • a pair of left and right front side frame front parts 14, 14 made of an aluminum extruded material or a steel plate press material are connected to the front ends of the front side frame rear parts 13b, 13b.
  • a pair of left and right FRP side members 16, 16 are connected to front ends of a pair of left and right FRP upper members 15, 15 extending forward from the left and right upper portions of the dash panel 12.
  • a front bulkhead 17 made of FRP formed in a rectangular frame shape in front view is fixed to the front ends of the front side frame front portions 14, 14, and the front ends of the side members 16, 16 are located on the upper left and right sides of the front bulkhead 17.
  • a pair of left and right FRP bumper beam extensions 18, 18 are fixed to the front ends of the front side frame front portions 14, 14, and an FRP bumper beam 19 extending in the vehicle width direction at the front ends of the bumper beam extensions 18, 18. Is fixed.
  • the front surface of the bumper beam 19 is covered with a bumper face 20.
  • An FRP shroud 21 formed in a rectangular frame shape when viewed from the front is disposed at a position surrounded by the front bulkhead 17, the bumper beam 19, and the pair of left and right bumper beam extensions 18, 18.
  • cooling system components such as an engine cooling radiator, an air conditioning condenser, and a battery cooling radiator are overlapped and supported in the front-rear direction.
  • the bumper beam 19 made of FRP includes a rear main body 31 and front initial load absorbing portions 32.
  • the main body 31 includes a pair of U-shaped cross-sections 33, 33 that have an upper wall 33a, a lower wall 33b, and a bottom wall 33c and that open toward the front.
  • the upper flange 33d and the lower flange 33e of the upper U-shaped section 33 are overlapped in the front-rear direction and welded together to form a substantially W-shaped section.
  • a plurality of vertical ribs 33f that extend in the vertical direction and connect the upper wall 33a, the lower wall 33b, and the bottom wall 33c are separated by a predetermined distance in the longitudinal direction of the bumper beam 19. Formed.
  • the upper flange 33d of the upper U-shaped cross section 33 and the lower flange 33e of the lower U-shaped cross section 33 are formed with a plurality of pins 33g projecting forward.
  • a plurality of fastening collars 34 are inserted into the bottom wall 33c of the U-shaped cross section 33.
  • the initial load absorbing portion 32 is divided into three in the longitudinal direction of the bumper beam 19, and each has substantially the same structure.
  • Each initial load absorbing portion 32 includes a flat connecting wall 32a, and a plurality of vertical ribs 32b and a plurality of horizontal ribs 32c formed on the front surface of the connecting wall 32a.
  • the vertical ribs 32b extending in the vertical direction and the horizontal ribs 32c extending in the left-right direction intersect with each other in a lattice shape.
  • Pin holes 32d, into which the pins 33g of the main body 31 can be fitted, are formed on the upper and lower edges of the connecting wall 32a.
  • the initial load absorbing portion 32 is coupled to the main body portion 31 by fitting the pins 33g of the main body portion 31 into the pin holes 32d of the initial load absorbing portion 32 and melting the pins 33g with a vibration tool.
  • the bumper beam extension 18 is configured by connecting the upper member 51 and the lower member 52, and the planar shape thereof is a trapezoidal shape or a triangular shape. That is, the inner end in the vehicle width direction of the bumper beam extension 18 extends linearly in the front-rear direction, the inner end (rear end) in the front-rear direction extends linearly in the vehicle width direction, and the outer end (front end) in the front-rear direction extends in the vehicle width direction.
  • the outer side is inclined to the inner side in the front-rear direction (rear side). Therefore, the front-rear width of the bumper beam extension 18 is the largest at the inner end in the vehicle width direction and the smallest at the outer end in the vehicle width direction.
  • the front end of the bumper beam extension 18 is inclined rearward from the inner side in the vehicle width direction toward the outer side in the vehicle width direction, so that the corners of the vehicle body are rounded to avoid contact with an obstacle in a narrow place. it can. Since the upper member 51 and the lower member 52 of the bumper beam extension 18 have a substantially plane symmetrical structure, the structure will be described below with the upper member 51 as a representative.
  • the upper member 51 includes an inner layer portion made of continuous fiber reinforced resin and an outer layer portion made of discontinuous fiber reinforced resin that covers the entire outer surface of the inner layer portion and a part of the inner surface.
  • the inner layer portion is displayed in a dark color in FIGS. 8 and 9, and the outer layer portion is displayed in a light color in FIGS. 8 and 9.
  • the upper member 51 in which the continuous fiber reinforced resin and the discontinuous fiber reinforced resin are laminated is manufactured as follows.
  • a mold 55 for press-molding the upper member 51 of the bumper beam extension 18 includes a female die 56 having a concave cavity 56a for molding the outer surface of the upper member 51, and the upper member 51. Are formed in the cavity 56a and the core 57a, and grooves 56b, 57b,... Are formed in the cavity 56a and the core 57a.
  • a first prepreg 58 of discontinuous fiber reinforced resin, a second prepreg 59 of continuous fiber reinforced resin, and a third discontinuous fiber reinforced resin are formed on the cavity 56a of the female mold 56.
  • the prepreg 60 is disposed in a preheated state.
  • the second prepreg 59 is composed of two layers of carbon fiber continuous fibers UD (sheets of continuous fibers aligned in one direction) laminated in two directions at 0 ° and 90 °, and the first and third prepregs. 58 and 60 are made of carbon fiber discontinuous fiber mats as reinforcements, and are impregnated with a thermoplastic resin (nylon 6, nylon 66, polypropylene, etc.).
  • a thermoplastic resin nylon 6, nylon 66, polypropylene, etc.
  • the lengths of the discontinuous fibers of the first prepreg 58 and the third prepreg 60 of the discontinuous fiber reinforced resin are 0.9 mm to 100 mm, but about 50 mm is desirable from the viewpoint of impact absorption performance.
  • the fiber of each prepreg 58, 59, 60 is preferably glass fiber, and the thermoplastic resin is preferably nylon 6 or nylon 66.
  • the male mold 57 When the male mold 57 is lowered with respect to the female mold 56, the second prepreg 59 is pressed by the cavity 56a of the female mold 56 and the core 57a of the male mold 57, and the upper member 51 is molded.
  • the first and third prepregs 58 and 60 using the discontinuous fiber as a reinforcing material can be easily deformed, the first prepreg 58 sandwiched between the second prepreg 59 and the cavity 56a of the female die 56 is It flows into the grooves 56b of the cavity 56a, and the ribs and the like on the outer surface of the upper member 51 are simultaneously formed and laminated in a thin film shape along the entire outer surface of the upper member 51.
  • the upper member 51 is laminated in a thin film shape along a part of the inner surface of the upper member 51 (part forming a closed cross section). And the upper member 51 is completed by cut
  • one continuous fiber 61 is oriented in the front-rear direction, and the other continuous fiber 62 is the vehicle width. Oriented in the direction or up and down direction. Further, the discontinuous fibers 63 of the first and third prepregs 58 and 60 are entangled randomly.
  • a continuous fiber reinforced resin having a long fiber UD as a reinforcing material has a relatively high strength. However, since there is a limit to the amount of deformation of the UD, the moldability is low, and it is difficult to mold thin and high ribs. It is. On the other hand, discontinuous fiber reinforced resin having short fibers that are randomly intertwined as a reinforcing material has a relatively low strength, but because the fibers are easily deformed, the moldability is high, and thin and high ribs are formed. Easy to do. Therefore, by laminating the discontinuous fiber reinforced resin on the continuous fiber reinforced resin and molding the upper member 51, the strength and formability of the upper member 51 can be compatible.
  • the upper member 51 formed as described above includes a main body 51a extending in the vehicle width direction while being bent into a corrugated plate shape in a substantially trapezoidal or substantially triangular shape in plan view, and upward from the front edge of the main body 51a.
  • the second reinforcing ribs 51i that extend in the front-rear direction and connect the front fastening flange 51b and the rear fastening flange 51c on the outer surface of the main body 51a are also discontinuous fiber reinforced resin. Formed with. Further, three nuts 64 are inserted into the front fastening flange 51b of the discontinuous fiber reinforced resin, and three fastening holes 51j are formed in the rear fastening flange 51c of the discontinuous fiber reinforced resin (FIG. 8). reference).
  • a slit 51n that extends linearly in the front-rear direction from the vicinity of the front fastening flange 51b to the vicinity of the rear fastening flange 51c is formed in the joint 51e (see FIGS. 5 and 8).
  • the lower member 52 has the same shape that is substantially plane-symmetric with the upper member 51 described above, the same subscript as the subscript of each part of the upper member 51 is added to the reference numeral 52 of the lower member 52 so as to overlap. Description is omitted.
  • the only difference between the upper member 51 and the lower member 52 is that the lower member 52 includes a plurality of pins 52k that protrude upward from the four joints 52d to 52g, whereas the upper member 51 includes the pins 52k. It is a point provided with a plurality of pin holes 51m which can be fitted (see FIG. 8).
  • the main closed cross-section portion 22 of the bumper beam extension 18 is formed by vertically coupling the main impact absorbing portions 18a and 18a having a square cross-sectional shape of the upper member 51 and the lower member 52.
  • the first sub-closed cross-section portion 23 and the second sub-closed cross-section portion 24 of the bumper beam extension 18 are composed of a first sub-impact absorbing portion in which the upper member 51 and the lower member 52 form a groove shape having a circular arc cross section.
  • 18b, 18b and the second sub-impact absorbers 18c, 18c are connected vertically.
  • the main closed cross-section 22 of the bumper beam extension 18 includes a first prepreg 58 of discontinuous fiber reinforced resin, a second prepreg 59 of continuous fiber reinforced resin, and discontinuous fibers.
  • the third prepreg 60 made of a reinforced resin has a three-layer structure.
  • the first sub-closed cross-section portion 23 and the second sub-closed cross-section portion 24 of the bumper beam extension 18 are formed by disposing the third prepreg 60 made of discontinuous fiber reinforced resin.
  • a discontinuous fiber reinforced resin first prepreg 58 and a continuous fiber reinforced resin second prepreg 59 and a laminated two-layer structure are not included.
  • the outer surfaces of the upper member 51 and the lower member 52 are all covered with the first prepreg 58 made of discontinuous fiber reinforced resin, and the inner surfaces of the upper member 51 and the lower member 52 are partially made of the continuous fiber reinforced resin.
  • the second prepreg 59 is exposed, and the other part is covered with the third prepreg 60 of discontinuous fiber reinforced resin.
  • the plate thickness T2 of the first sub-closed section 23 and the second sub-closed section 24 of the two-layer structure is smaller than the plate thickness T1 of the main closed section 22 of the three-layer structure (FIG. 10B )reference).
  • the upper member 51 and the lower member 52 having the above-described shapes are configured such that the pins 52k of the lower member 52 are fitted into the pin holes 51m of the upper member 51 so that the joint portions 51d to 51g and 52d to 52g are brought into contact with each other.
  • the tips of the pins 52k... Are melted together by a vibrating tool from the upper member 51 side (see FIG. 7).
  • the rear fastening flanges 51c and 52c of the upper member 51 and the lower member 52 are linearly aligned in the vertical direction, but the front fastening flanges 51b and 52b of the upper member 51 and the lower member 52 are tilted forward. (See FIG. 6).
  • the bumper beam extension 18 in which the upper member 51 and the lower member 52 are coupled to each other includes a rectangular cylindrical main closed cross-sectional portion 22 that is located on the inner side in the vehicle width direction and extends in the front-rear direction, and an elliptic cylindrical shape adjacent to the outer side in the vehicle width direction.
  • the first sub closed section 23 and an elliptic cylindrical second sub closed section 24 adjacent to the outside in the vehicle width direction are provided (see FIG. 7).
  • the cross-sectional areas of the first and second sub closed cross-section portions 23 and 24 are equal to each other and smaller than the cross-sectional area of the main closed cross-section portion 22.
  • the width in the front-rear direction of the substantially triangular bumper beam extension 18 in plan view is gradually narrowed from the inner side to the outer side in the vehicle width direction, so that the main closed cross section 22 is the longest in the front-rear direction, and then The first sub closed section 23 is long and the second sub closed section 24 is the shortest (see FIG. 5).
  • the front side frame front portion 14 is disposed behind the first sub impact absorbing portion 18b (first sub closed cross-section portion 23) and the second sub impact absorbing portion 18c (second sub closed cross-section portion 24) of the bumper beam extension 18.
  • the front surfaces of the front wheels 65 located on the outer side in the vehicle width direction face each other (see FIGS. 2 and 5).
  • a mounting plate 81 made of a metal plate is welded to the front end of the front side frame front portion 14, and a bracing member 82 made of a metal plate is attached to the vehicle width direction outer end of the mounting plate 81 and the vehicle width direction outer surface of the front side frame front portion 14. Are welded. Then, six bolts 83 that pass through the rear fastening flanges 51c and 52c of the bumper beam extension 18 from front to rear are screwed into weld nuts 84 provided on the rear surface of the mounting plate 81, so that the bumper beam extension 18 and the front are fixed. The bulkhead 17 is fastened together with the mounting plate 81.
  • bolts 85 penetrating through the fastening collars 34 inserted into the main body 31 of the bumper beam 19 from the front to the rear are screwed into nuts 64 inserted into the front fastening flanges 51 b and 52 b of the bumper beam extension 18.
  • the bumper beam 19 is fastened to the front ends of the bumper beam extensions 18 and 18.
  • the collision load input from the bumper beam 19 to the bumper beam extension 18 due to the frontal collision of the vehicle is transmitted to the front side frame front part 14 via the mounting plate 81 and the bracing member 82, so that the collision load is transmitted to the front side frame front part. 14 can be efficiently transmitted.
  • the bumper beam extension 18 is integrally provided with a main shock absorbing portion 18a and first and second sub shock absorbing portions 18b and 18c which are separated in the vehicle width direction and extend in the front-rear direction, and first and second sub shock absorbing portions. Since the plate thickness T2 of the portions 18b and 18c is smaller than the plate thickness T1 of the main shock absorbing portion 18a, the main shock absorbing portion 18a is a main shock absorbing region having a relatively high shock absorbing capacity, and the first and second sub By making the shock absorbing portions 18b and 18c a sub shock absorbing region having a relatively low shock absorbing capability, the shock absorbing performance of the bumper beam extension 18 is optimized according to the distribution of the magnitude of the input collision load. Can do. Further, by making the bumper beam extension 18 made of FRP, it is lighter than that made of steel plate, and the weight of the first and second sub-impact absorbers 18b, 18c is further reduced by further reducing the thickness. Can do.
  • the bumper beam extension 18 is formed by coupling a pair of main impact absorbing portions 18a to form a closed main section 22 and a pair of first and second auxiliary impact absorbing portions 18b and 18c. Since the first and second sub-closed cross-section portions 23 and 24 configured in a cross section are provided, the main impact absorbing portion 18a and the first and second sub-impact absorbing portions 18b and 18c are closed to suppress opening. The shock absorption performance can be improved.
  • the main impact absorbing portion 18a is configured by laminating discontinuous fiber reinforced resin layers on both the inner and outer surfaces of the continuous fiber reinforced resin layer, and the first and second sub impact absorbing portions 18b and 18c are formed outside the continuous fiber reinforced resin layer. Since the discontinuous fiber reinforced resin layer is laminated only on the surface, the plate thickness T2 of the first and second secondary shock absorbers 18b and 18c is set smaller than the plate thickness T1 of the main shock absorber 18a. Becomes easier.
  • the continuous fiber reinforced resin layer supports the tensile load, and the discontinuous fiber reinforced resin layers on both the inner and outer surfaces support the compressive load.
  • the continuous fiber reinforced resin layer suppresses delamination of the continuous fiber reinforced resin layer to enhance the impact absorbing performance, and when the collision load is input to the first and second sub impact absorbing portions 18b and 18c, the continuous fiber reinforced resin layer has a tensile load. Since the discontinuous fiber reinforced resin layer on the outer surface supports the compressive load while supporting the above, delamination of the continuous fiber reinforced resin layer can be suppressed and the shock absorbing performance can be enhanced.
  • the second reinforcing ribs 51i, 52i,..., 52i which are made of discontinuous fibers hardened with a thermoplastic resin are formed on the outer surfaces of the main impact absorbing portion 18a and the first and second auxiliary impact absorbing portions 18b, 18c. Are formed in the front-rear direction, so that the second reinforcing ribs 51i... 52i can support the compressive load and thereby more reliably suppress delamination of the continuous fiber reinforced resin layer.
  • the first reinforcing ribs 51h... 52h... In which discontinuous fibers are hardened with a thermoplastic resin are formed on the inner surface of 18a in a direction inclined with respect to the front-rear direction. Even if it exists, the delamination of a continuous fiber reinforced resin layer can be suppressed.
  • the bumper beam extension 18 includes front fastening flanges 51b and 52b which are bent in a direction crossing the input direction of the collision load and the discontinuous fibers are hardened with a thermoplastic resin. Since the bumper beam 19 is connected to the fastening flanges 51b and 52b, when a collision load is input from the bumper beam 19 to the bumper beam extension 18, the front fastening flanges 51b and 52b having a large pressure receiving area are triggered (triggering to cause destruction). ) And the bumper beam extension 18 is sequentially crushed in the front-rear direction, so that the shock absorbing performance can be enhanced.
  • the continuous fibers of the continuous fiber reinforced resin layer of the main impact absorbing portion 18a are oriented in the front-rear direction, which is the input direction of the collision load, and in the vehicle width direction and the up-down direction perpendicular thereto, and have a square cross section.
  • 18a is provided with a ridge line that forms a corner along the input direction (front-rear direction) of the collision load (see FIGS. 7 and 8), and is deformed so that the ridge line that forms the corner spreads radially outward by the collision load.
  • the continuous fibers oriented in the vehicle width direction and the vertical direction can be stretched to increase the amount of shock absorption.
  • first and second sub closed cross-section portions 23 and 24 are continuously provided on the outer side in the vehicle width direction of the main closed cross-section portion 22, and the main closed cross-section portion 22 is linearly formed at the front-rear direction outer end of the front side frame front portion 14. Since the first and second sub closed cross-section portions 23 and 24 are connected to the side surface of the front side frame front portion 14 via the brace member 82 (see FIG. 5), the front-rear direction dimension of the front portion of the vehicle body is reduced. It is possible not only to secure impact absorption performance while reducing the load, but also to efficiently absorb the collision load at the time of offset collision.
  • the collision load of the frontal collision is first the front end of the main closed cross-section portion 22.
  • the bumper beam extension 18 can be sequentially crushed in the front-rear direction as a trigger for crushing to improve the shock absorbing performance.
  • the bumper beam extension 18 when a collision load is intensively input to the end in the vehicle width direction of the bumper beam 19 due to a narrow offset frontal collision, the bumper beam extension 18 has a trapezoidal shape or a triangular shape whose width in the front-rear direction is smaller toward the outer side in the vehicle width direction.
  • the main impact absorbing portion 18a formed on the inner side in the vehicle width direction is aligned in the front-rear direction with respect to the front side frame front portion 14, and the first and second auxiliary impact absorbing portions 18b, 18c on the outer side in the vehicle width direction are front wheels. Since the first and second auxiliary impact absorbing portions 18b and 18c come into contact with the front wheel 65 due to a collision load, the bumper beam extension 18 moves backward without tilting.
  • the collision load input from the bumper beam 19 is reliably supported by the front side frame front portion 14 to effectively crush the main impact absorbing portion 18a of the bumper beam extension 18, and the collision load is supported by the front wheel 65.
  • the impact absorbing effect can be enhanced.
  • the first and second auxiliary impact absorbing portions 18b and 18c smaller than the main impact absorbing portion 18a are juxtaposed in the vehicle width direction, the first and second auxiliary impact absorbing portions 18b and 18c are curved in the vehicle width direction.
  • the front wheel 65 can be brought into contact with the entire peripheral surface to exert the maximum shock absorbing performance.
  • the first and second sub-impact absorbing portions 18b and 18c include a plurality of second reinforcing ribs 51i, 52i, which are formed of discontinuous fiber reinforced resin layers and extend in the front-rear direction, the contact area with the front wheel 65 Can increase the shock absorbing performance.
  • the bumper beam extension 18 includes slits 51n and 52n that extend in the front-rear direction and can be easily broken between the main shock absorbing portion 18a and the first and second sub shock absorbing portions 18b and 18c.
  • the first and second sub-impact absorbers 18b and 18c separated from the main impact absorber 18a by breaking 51n and 52n are brought into contact with the front wheel 65 at an early stage (see FIG. 14), and the main impact absorber 18a and the first
  • the shock absorption performance can be further enhanced by crushing both of the second sub shock absorbing portions 18b and 18c independently.
  • the rear end of the bumper beam extension 18 of the first embodiment extends linearly in the vehicle width direction
  • the rear end of the bumper beam extension 18 of the second embodiment is located at a portion facing the front wheel 65.
  • An extension 18d that protrudes rearward is provided.
  • the left and right ends of the front bulkhead 17 and the mounting plate 81 are also bent in a crank shape.
  • the bumper beam extension 18d By forming the extension 18d in the bumper beam extension 18, the distance between the rear end of the bumper beam extension 18 and the front end of the front wheel 65 is reduced, and the bumper beam extension 18 is immediately attached when a collision load of frontal collision is input.
  • the bumper beam extension 18 can be further improved in impact absorbing performance by preventing it from inclining by being brought into contact with the front wheel 65.
  • the axis of the main impact absorbing portion 18a that is, the axis of the main closed section 22 is aligned in the front-rear direction, but the axis of the first sub impact absorbing portion 18b and the second sub impact absorbing portion 18c, That is, the axes of the first sub closed cross-section portion 23 and the second sub closed cross-section portion 24 are inclined so that the front side faces the outside in the vehicle width direction.
  • the two second reinforcing ribs 51i and 51i on the outer surface of the main shock absorbing portion 18a extend in parallel with the axis of the main shock absorbing portion 18a, and the outer surfaces of the first sub shock absorbing portion 18b and the second sub shock absorbing portion 18c.
  • the two second reinforcing ribs 51i and 51i extend in parallel with the axes of the first sub impact absorbing portion 18b and the second sub impact absorbing portion 18c.
  • the main shock absorber 18a (main closed section 22) having the front-rear axis. Can be crushed in the axial direction to exhibit effective shock absorbing performance.
  • the first sub-impact absorber 18b and the second sub-impact absorber 18c (first sub-closure) having an oblique axis.
  • the cross-sectional portion 23 and the second sub-closed cross-sectional portion 24) can be crushed in the axial direction to exhibit effective shock absorbing performance.
  • the collision load of the frontal collision is transmitted from the main shock absorbing portion 18a of the bumper beam extension 18 to the front end of the front side frame front portion 14 linearly connected to the rear thereof, and the collision load of the oblique collision is transmitted to the bumper beam extension 18.
  • the bumper beam extension 18 can be reliably crushed without tilting.
  • the bumper beam extension and bumper beam of the present invention are not limited to those on the front side of the automobile, but may be those on the rear side.
  • vehicle body frame of the present invention is not limited to the front side frame front portion 14 of the embodiment, and may be a frame arranged in the front-rear direction at the vehicle body front portion or the vehicle body rear portion.
  • the FRP of the present invention is not limited to the CFRP (carbon fiber reinforced resin) of the embodiment, and may be other types of FRP such as glass fiber reinforced resin and aramid fiber reinforced resin.
  • each bumper beam extension 18 is not limited to two in the embodiment, and may be one or three or more.
  • the fragile portion of the present invention is not limited to the slits 51n and 52n of the embodiment, and may be a thin portion where the thickness of the bumper beam extension 18 is locally thinned.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

La présente invention concerne des extensions de poutre de pare-chocs (18) ayant une forme trapézoïdale dans une vue en plan et qui sont munies de sections primaires d'absorption d'impact (18A) qui sont situées sur le côté interne dans la direction de la largeur d'un véhicule et des sections secondaires d'absorption d'impact (18b, 18c) qui sont situées sur le côté externe dans le sens de la largeur du véhicule. Les sections primaire d'absorption d'impact (18a) sont alignées dans la direction avant-arrière avec des cadres de carrosserie de véhicule (14), et les sections secondaires d'absorption d'impact (18b, 18c) sont agencées devant les roues (65). Par conséquent, même si une charge de collision est introduite dans une extrémité extérieure d'une poutre de pare-chocs (19) dans le sens de la largeur du véhicule pendant une collision décalée étroite secondaire, des sections secondaires d'absorption d'impact (18b, 18c) viennent en contact avec la roue (65) et, par conséquent, l'extension de poutre de pare-chocs (18) se déplace dans la direction avant-arrière sans s'incliner. De ce fait, la charge de collision entrée à partir de la poutre de pare-chocs (19) pour écraser de façon efficace la section primaire d'absorption d'impact (18a) et les sections secondaires d'absorption d'impact (18b, 18c), et par conséquent, l'effet d'absorption d'impact est augmenté.
PCT/JP2013/080213 2012-12-21 2013-11-08 Structure de carrosserie de véhicule automobile Ceased WO2014097765A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2012-279185 2012-12-21
JP2012-279184 2012-12-21
JP2012279184A JP5862554B2 (ja) 2012-12-21 2012-12-21 自動車の車体構造
JP2012279185A JP5862555B2 (ja) 2012-12-21 2012-12-21 自動車の車体構造
JP2012-280472 2012-12-25
JP2012280472A JP5881117B2 (ja) 2012-12-25 2012-12-25 自動車の車体構造

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WO2014097765A1 true WO2014097765A1 (fr) 2014-06-26

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019043133A1 (fr) * 2017-09-04 2019-03-07 Bayerische Motoren Werke Aktiengesellschaft Dispositif pare-chocs et véhicule équipé d'un dispositif pare-chocs
CN109987043A (zh) * 2017-12-26 2019-07-09 本田技研工业株式会社 车辆用保险杠装置
WO2025003274A1 (fr) * 2023-06-28 2025-01-02 Valeo Systemes Thermiques Dispositif absorbeur d'energie

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JPH0725357A (ja) * 1993-07-09 1995-01-27 Toyota Motor Corp 車両の前部車体構造
JPH10203411A (ja) * 1997-01-27 1998-08-04 Mitsubishi Motors Corp 車体の前部構造
JP2001270465A (ja) * 2000-03-27 2001-10-02 Fuji Heavy Ind Ltd 車体構造
JP2002370594A (ja) * 2001-06-18 2002-12-24 Hino Motors Ltd 車両のステップ構造
JP2003182629A (ja) * 2001-12-19 2003-07-03 Nissan Motor Co Ltd 車体前部構造
JP2005119537A (ja) * 2003-10-17 2005-05-12 Toyota Motor Corp 車両の前部車体構造
JP2008213739A (ja) * 2007-03-06 2008-09-18 Toyota Motor Corp バンパ構造、及び車両の前部構造並びに車両の後部構造
JP2009040423A (ja) * 2008-11-25 2009-02-26 Toyota Motor Corp 車両用バンパ構造
JP2010083455A (ja) * 2008-10-02 2010-04-15 Honda Motor Co Ltd 車体前部構造
JP2012228907A (ja) * 2011-04-25 2012-11-22 Mazda Motor Corp 車両の車体前部構造
WO2013105398A1 (fr) * 2012-01-10 2013-07-18 本田技研工業株式会社 Structure de châssis de carrosserie de véhicule de véhicule motorisé
WO2013157122A1 (fr) * 2012-04-19 2013-10-24 トヨタ自動車株式会社 Structure pour partie avant de carrosserie de véhicule

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Publication number Priority date Publication date Assignee Title
JPS57205252A (en) * 1981-06-15 1982-12-16 Nissan Motor Co Ltd Structure for attaching bumper made of resin
JPH0725357A (ja) * 1993-07-09 1995-01-27 Toyota Motor Corp 車両の前部車体構造
JPH10203411A (ja) * 1997-01-27 1998-08-04 Mitsubishi Motors Corp 車体の前部構造
JP2001270465A (ja) * 2000-03-27 2001-10-02 Fuji Heavy Ind Ltd 車体構造
JP2002370594A (ja) * 2001-06-18 2002-12-24 Hino Motors Ltd 車両のステップ構造
JP2003182629A (ja) * 2001-12-19 2003-07-03 Nissan Motor Co Ltd 車体前部構造
JP2005119537A (ja) * 2003-10-17 2005-05-12 Toyota Motor Corp 車両の前部車体構造
JP2008213739A (ja) * 2007-03-06 2008-09-18 Toyota Motor Corp バンパ構造、及び車両の前部構造並びに車両の後部構造
JP2010083455A (ja) * 2008-10-02 2010-04-15 Honda Motor Co Ltd 車体前部構造
JP2009040423A (ja) * 2008-11-25 2009-02-26 Toyota Motor Corp 車両用バンパ構造
JP2012228907A (ja) * 2011-04-25 2012-11-22 Mazda Motor Corp 車両の車体前部構造
WO2013105398A1 (fr) * 2012-01-10 2013-07-18 本田技研工業株式会社 Structure de châssis de carrosserie de véhicule de véhicule motorisé
WO2013157122A1 (fr) * 2012-04-19 2013-10-24 トヨタ自動車株式会社 Structure pour partie avant de carrosserie de véhicule

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019043133A1 (fr) * 2017-09-04 2019-03-07 Bayerische Motoren Werke Aktiengesellschaft Dispositif pare-chocs et véhicule équipé d'un dispositif pare-chocs
CN109987043A (zh) * 2017-12-26 2019-07-09 本田技研工业株式会社 车辆用保险杠装置
WO2025003274A1 (fr) * 2023-06-28 2025-01-02 Valeo Systemes Thermiques Dispositif absorbeur d'energie
FR3150485A1 (fr) * 2023-06-28 2025-01-03 Valeo Systemes Thermiques Dispositif absorbeur d’énergie

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