CN109715476B - Vehicle body front structure - Google Patents
Vehicle body front structure Download PDFInfo
- Publication number
- CN109715476B CN109715476B CN201780054702.XA CN201780054702A CN109715476B CN 109715476 B CN109715476 B CN 109715476B CN 201780054702 A CN201780054702 A CN 201780054702A CN 109715476 B CN109715476 B CN 109715476B
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- China
- Prior art keywords
- connection stay
- stay
- vehicle body
- connection
- wall
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/20—Floors or bottom sub-units
Abstract
A vehicle body front structure (10) is provided with a connection stay (20) that is erected on a rear portion (37b) of a subframe and a floor side member (31). A second connecting portion (64) of the connecting stay (20) is rotatably connected to the floor side member (31) in the downward direction. The connection stay (20) has protrusions (65, 66). The protrusions (65, 66) are disposed between the first connecting portion (61) and the second connecting portion (64). The protrusions (65, 66) bulge out toward the outside of the connection stay (20) and extend in the vertical direction.
Description
Technical Field
The present invention relates to a vehicle body front structure.
Priority is claimed based on Japanese patent application No. 2016-.
Background
As a vehicle body front portion structure, the following structure is known: a subframe is provided below the front side frame, and a rear portion of the subframe is rotatably supported by the vehicle frame via a connection stay in a downward direction. Specifically, the rear portion of the subframe is coupled to the vehicle body frame together with the front portion of the connection stay, and the rear portion of the connection stay is supported by the vehicle body frame so as to be movable in the downward direction (see, for example, patent document 1).
According to this vehicle body front portion structure, when an impact load is input to the subframe from the front of the vehicle body, the sub-frame is bent downward at the center folded portion, and the rear portion of the sub-frame is detached downward from the frame. By further deforming the subframe, the subframe is rotated downward together with the connection stay about the support bolt.
In this state, the connection stay is folded down and the sub-frame is guided downward in the vehicle compartment. This can suppress the subframe from entering the vehicle compartment.
Prior art documents
Patent document
Patent document 1: japanese unexamined patent publication No. 2013-248982
Disclosure of Invention
Problems to be solved by the invention
When the vehicle body is enlarged, the impact load input to the subframe from the front of the vehicle body is increased. As a result, a large impact load is also input to the connection stay. Therefore, it is necessary to improve the bearing capacity of the connection stay. However, in the case where the bearing capacity of the connection stay is increased, the connection stay becomes difficult to be folded down by the input impact load. Therefore, it is considered that it is difficult to guide the subframe to the lower side of the vehicle compartment.
The invention provides a vehicle body front structure which can improve the bearing capacity of a connecting stay and can guide a sub-frame to the lower part of a vehicle chamber.
Means for solving the problems
(1) One aspect of the present invention is a vehicle body front portion structure in which a floor side member extends rearward from a vehicle width direction inner side of a rear portion of a front side frame, a subframe is disposed below the front side frame, and a rear portion of the subframe is connected to a rear portion side of the front side frame from below, wherein the vehicle body front portion structure includes a connection stay that is erected between the rear portion of the subframe and the floor side member in a vehicle body front-rear direction, the connection stay having a first connection portion connected to the rear portion of the subframe and a second connection portion connected to the floor side member so as to be rotatable, the connection stay having a bottom portion, an inner side wall rising from an inner side edge of the bottom portion, and an outer side wall rising from an outer side edge of the bottom portion, and the connection stay is formed in a U-shaped cross section by the bottom portion, the inner side wall, and the outer side wall, the inner wall and the outer wall have a protrusion that is provided between the first connection portion and the second connection portion, bulges out toward the outside of the connection stay, and extends in the vertical direction.
Thus, the connection stay is formed in a U-shaped cross section by the bottom, the inner wall, and the outer wall. In addition, the inner wall and the outer wall are formed with a convex portion. The protrusion bulges out toward the outside of the connection stay and extends in the up-down direction.
Thus, when an impact load is input to the subframe from the front of the vehicle body, stress can be concentrated on the boss portion of the connection stay. By concentrating the stress on the boss portion, the inner wall and the outer wall of the connection stay can be bent at the boss portion and can be tilted to the outside of the connection stay.
Thus, the bent portion connecting the inner wall protrusion and the outer wall protrusion in the bottom of the connection stay can be bent downward. As a result, the rear portion of the subframe can be moved downward of the vehicle interior, and the suspension member and the steering member can be guided downward of the vehicle interior.
In the case of a large-sized vehicle, it is considered to use a high-strength steel plate in order to increase the bearing capacity of the connection stay. Even in this case, by concentrating the stress on the boss portion, the inner wall and the outer wall of the connection stay can be bent at the boss portion and can be inverted to the outside of the connection stay.
This allows the bottom of the connection stay to be bent downward, and the rear portion of the subframe to be guided downward in the vehicle interior.
(2) In the vehicle body front structure, the first connecting portion may be formed in a concave shape so as to be recessed toward the rear portion of the subframe, the first connecting portion may be located at a bottom portion of the connection stay, the fastening member may be accommodated in the concave first connecting portion in a state where the first connecting portion is connected to the rear portion of the subframe by the fastening member, and the concave first connecting portion may be reinforced by a reinforcing plate.
In this way, by housing the fastening member (specifically, the head portion of the first bolt) in the concave first coupling portion, the first bolt can be protected by the first coupling portion. In addition, by housing the fastening member in the concave first coupling portion, the height of the fastening member can be matched with the bottom portion of the connection stay. This ensures the minimum height of the vehicle from the ground.
The first connecting portion is reinforced by a reinforcing plate. This can improve the bearing capacity of the connection stay by the reinforcing plate. Thus, when a large impact load is input to the connection stay, the connection stay can be rotated downward about the second connection portion. Therefore, the rear portion of the subframe can be guided downward of the vehicle interior.
In this way, when a large impact load is input to the connection stay, the rear portion of the subframe can be guided downward of the vehicle interior. This makes it possible to guide the suspension member and the steering member downward of the vehicle interior even in the case of a large vehicle.
(3) In the vehicle body front structure, the reinforcement plate may be provided at a bottom portion of the connection stay so as to bypass the boss portion.
This makes it possible to concentrate stress generated by an impact load input to the connection stay on the boss portion. Thus, the inner wall and the outer wall of the connection stay can be bent at the boss portion and can be tilted to the outside of the connection stay.
Therefore, the bottom of the connection stay can be bent downward, and the rear portion of the subframe can be reliably guided downward of the vehicle interior.
(4) In the aforementioned vehicle body front structure, the connection stay may have an extension portion extending toward the vehicle body front side at either one of an inner side portion and an outer side portion of a front portion of the connection stay.
In this way, the extension portion is formed on either the inner side portion or the outer side portion of the front portion of the connection stay. Thus, when an impact load is input to the subframe from the front of the vehicle body, the input of the impact load to the connection stay can be made faster.
Thus, the bottom portion of the connection stay can be reliably bent downward by increasing the input impact load, and the rear portion of the subframe can be reliably guided downward of the vehicle interior.
In addition, an extension is formed on either the inner side or the outer side of the front portion of the connection stay. This allows, for example, a region for attaching the flexible bush of the suspension arm to be secured to the other of the front portions of the connection stays.
Specifically, a portion to which a support portion for supporting the flexible bush is attached can be secured. This can improve the degree of freedom in design when determining the mounting location of the support portion.
(5) In the vehicle body front structure, a bottom portion of the connection stay may have a recess that receives a bottom portion of the reinforcement plate.
Thus, a recess is formed in the bottom of the connection stay, and the bottom of the reinforcing plate is received in the recess of the bottom. This allows the bottom of the reinforcing plate to approach the bottom of the connection stay. This ensures the minimum height of the vehicle from the ground.
(6) In the vehicle body front structure, the inner wall and the outer wall of the connection stay may be inclined with an ascending slope from the boss portion to the second connection portion.
This makes it possible to concentrate stress generated by an impact load input to the connection stay on the boss portion more favorably. Thus, the inner wall and the outer wall of the connection stay can be bent at the protruding portion, and the bottom of the connection stay can be bent downward from the bent portion.
Therefore, the rear portion of the subframe can be reliably moved downward of the vehicle interior, and the suspension member and the steering member can be guided downward of the vehicle interior.
(7) In the aforementioned vehicle body front structure, the connection stay may have an inner upper flange that protrudes inward in the vehicle width direction at an upper portion of the inner wall and an outer upper flange that protrudes outward in the vehicle width direction at an upper portion of the outer wall, the reinforcement plate may be disposed at a front side of the boss portion in the connection stay, and the reinforcement plate may be fixed to a bottom portion of the connection stay, the inner upper flange, and the outer upper flange.
In this way, the reinforcing plate is disposed on the front side of the protruding portion in the connection stay. The reinforcing plate is fixed to the bottom of the connection stay, the inner upper flange, and the outer upper flange. Thereby, the front side of the boss portion in the connection stay can be reinforced by the reinforcing plate. Thus, even when the height dimensions of the inner wall and the outer wall of the connection stay at the portion corresponding to the front side of the boss portion are suppressed to be small, the bearing capacity of the connection stay can be ensured by the reinforcing plate.
(8) In the vehicle front portion structure, the vehicle front portion structure may include: a floor tunnel provided on the vehicle width direction inner side of the front side frame; and a recess portion provided between the floor tunnel and the front side frame and recessed upward, wherein the floor frame is provided with a second connection portion that is rotatably connected to the connection stay in a downward direction.
In this manner, the floor frame is provided in the recess between the floor tunnel and the front side frame. Thus, the floor edge rail can be disposed at a relatively high position, and the height dimension of the floor edge rail can be secured to a large dimension. Thus, the height of the second connecting portion of the connection stay can be increased, and the bearing capacity of the second connecting portion of the connection stay can be increased.
Here, the second connecting portion connecting the stay is rotatably supported by the floor frame in the downward direction. Thus, when an impact load is input from the subframe to the connection stay, the connection stay can be moved downward with the second connection portion as the shaft. This allows the rear portion of the subframe to be guided downward of the vehicle interior.
Effects of the invention
According to the aspect of the present invention, the protrusions are formed on the inner wall and the outer wall of the connection stay, and stress is concentrated on the protrusions. Thus, the inner wall and the outer wall can be inverted from the boss portion to the outside of the connection stay, and the bottom of the connection stay can be bent downward.
This allows the rear portion of the subframe to be guided downward of the vehicle interior. As a result, the suspension component and the steering member can be guided downward of the vehicle interior together with the subframe.
By forming the protrusion portion in the connection stay, the bearing capacity of the connection stay can be improved, and the connection stay can be applied to a large vehicle. That is, the bottom of the connection stay can be bent downward by forming the protrusion on the connection stay. Therefore, even in the case of a large vehicle, the rear portion of the subframe can be moved downward of the vehicle interior, and the suspension member and the steering member can be guided downward of the vehicle interior.
Drawings
Fig. 1 is a perspective view showing a vehicle including a vehicle body front portion structure according to an embodiment of the present invention.
Fig. 2 is a side view showing a vehicle including a vehicle body front portion structure according to an embodiment of the present invention.
Fig. 3 is a cross-sectional view taken along line III-III in fig. 1 showing a vehicle body front portion structure according to an embodiment of the present invention.
Fig. 4 is a cross-sectional view taken along line IV-IV in fig. 1 showing a vehicle body front portion structure according to an embodiment of the present invention.
Fig. 5 is a perspective view showing a state in which a connection stay is bridged between a left side member and a left floor side member of a vehicle body front portion structure according to an embodiment of the present invention.
Fig. 6 is an exploded perspective view showing a connection stay of a left side member and a left floor side member provided in a vehicle body front portion structure according to an embodiment of the present invention.
Fig. 7 is a cross-sectional view showing an enlarged state of a connection stay provided in the left side member and the left floor side member in fig. 4 according to the embodiment of the present invention.
Fig. 8 is an exploded perspective view showing the connection stay and the reinforcing plate of fig. 4 in an enlarged manner in one embodiment of the present invention.
Fig. 9 is a plan view showing the connection stay of fig. 8 in one embodiment of the present invention.
Fig. 10 is a cross-sectional view taken along line X-X of fig. 9 showing a connection stay according to an embodiment of the present invention.
Fig. 11 is a plan view of fig. 9 showing a connection stay according to an embodiment of the present invention.
Fig. 12 is a bottom view showing a state in which a connection stay is bridged between a left side member and a left floor side member of a vehicle body front portion structure according to an embodiment of the present invention.
Fig. 13A is a cross-sectional view illustrating an example in which the left side member is moved downward from the left fastening bracket in the vehicle body front portion structure according to the embodiment of the present invention.
Fig. 13B is a cross-sectional view illustrating an example in which the left side member is moved downward from the left fastening bracket in the vehicle body front portion structure according to the embodiment of the present invention.
Fig. 14A is a cross-sectional view illustrating an example in which a subframe, a suspension member, and a steering member are guided downward in a vehicle interior in the vehicle body front portion structure according to the embodiment of the present invention.
Fig. 14B is a cross-sectional view illustrating an example in which the subframe, the suspension member, and the steering member are guided downward in the vehicle interior in the vehicle body front portion structure according to the embodiment of the present invention.
Detailed Description
Next, an embodiment of the present invention will be described with reference to the drawings. In the drawings, arrow FR indicates the front of the vehicle, arrow UP indicates the upper side of the vehicle, and arrow LH indicates the left side of the vehicle.
The vehicle body front portion structure 10 has a substantially bilaterally symmetric structure. Accordingly, the same reference numerals are given to the left-side structure and the right-side structure, and the left-side structure will be described in detail below, and the description of the right-side structure will be omitted.
As shown in fig. 1 and 2, the vehicle body front portion structure 10 includes: a frame 12 forming a front frame of the vehicle Ve; a sub-frame 14 mounted below the frame 12; left and right connection stays 20 connected to the subframe 14; a left reinforcing plate 22 mounted on the left connecting stay 20; and a right reinforcing plate 22 mounted to the right connecting stay 20.
The left connection stay 20 of the left and right connection stays 20 will be simply referred to as a connection stay 20. Of the left and right reinforcing plates 22, the left reinforcing plate 22 will be simply referred to as a reinforcing plate 22.
The frame 12 includes: left and right front side frames 24 provided on the vehicle width direction outer sides; front bulkheads 25 provided at front end portions of the left and right front side frames 24; left and right upper beams 26; left and right fastening brackets 28; and left and right floor frames 31. The left upper beam 26 is disposed above the left front side frame 24. The right upper beam 26 is disposed above the right front side frame 24. The left fastening bracket 28 is provided on the rear portion 25b side of the left front side frame 24. The right fastening bracket 28 is provided on the rear portion 25b side of the right front side frame 24. The left floor frame 31 extends from the rear portion 25b side of the left front side frame 24 toward the rear of the vehicle body. The right floor frame 31 extends rearward of the vehicle body from the rear portion 25b side of the right front side frame 24.
The left front side frame 24 is disposed on the left side of the vehicle Ve and extends in the vehicle body front-rear direction. A front bulkhead 25 is provided at a front portion 24a of the left and right front side frames 24, 24. A cooling unit such as a radiator is attached to the front bulkhead 25.
Further, a left upper member 26 is disposed above the left front side frame 24.
The rear end 26a of the left upper beam 26 is coupled to the front pillar. The front end 26b of the left upper member 26 is coupled to the front portion 24a of the left front side frame 24 via a coupling member.
As shown in fig. 3 and 4, a left fastening bracket 28 is provided at the rear portion 24b of the left front side frame 24 and at the lower dash panel 29. The left fastening bracket 28 is provided with a reinforcing member 33. The left floor side member 31 extends from the left fastening bracket 28 toward the vehicle body rear side along the floor panel 32.
A floor tunnel 34 is provided on the vehicle width direction inner side of the left front side frame 24. In addition, a recessed portion 35 is formed in the floor 32 between the floor tunnel 34 and the left front side frame 24. The recess 35 is formed to be recessed upward. The left floor side member 31 is provided in the recess 35.
Returning to fig. 1, the sub-frame 14 is attached to the lower side of the left and right front side frames 24, 24. The sub frame 14 is mounted with a power unit such as an engine and a transmission, a suspension member such as a suspension arm, and a steering member.
The subframe 14 includes: left and right side members 37; a connecting portion 38 connecting the left and right side members 37; a left mounting arm 39 provided at the center of the left front side frame 24; and a right mounting arm 39 provided at the center of the right front side frame 24.
The left side member 37 has: a front portion 37a coupled to a lower end portion of the front coupling member 41 from below by a bolt; a rear portion 37b coupled to the left fastening bracket 28 from below by a first bolt 43 (fastening member); and a middle fold portion 37c provided between the front portion 37a and the rear portion 37 b.
When an impact load F1 is input from the front of the vehicle, the intermediate bent portion 37c is formed to be bent downward by the impact load F1.
The upper portion 39a of the left mounting arm 39 is mounted to the mounting bracket 45 by a pair of bolts 46. The mounting bracket 45 is mounted to the left upper beam 26 by a bolt 47. Thus, the upper portion 39a of the left mounting arm 39 is coupled to the left upper beam 26 via the mounting bracket 45, the pair of bolts 46, and the bolt 47.
In the mounting bracket 45, a mounting hole 48 through which the pair of bolts 46 pass is opened at the lower side. Accordingly, a downward bending force acts on the folded-in portion 37c due to the impact load F1, and the pair of bolts 46 are thereby pulled out downward from the mounting holes 48. Thus, the folded-in portion 37c is bent downward by the impact load F1 as indicated by the arrow a. Therefore, the left side member 37 is bent into a V shape in side view.
As shown in fig. 4 and 5, the connection stay 20 is provided on the rear portion 37b of the left side member 37 and the front portion 31a of the left floor frame 31. The first connecting portion 61 of the connecting stay 20 is connected to the left fastening bracket 28 from below together with the rear portion 37b of the left side member 37 by the first bolt 43. The left fastening bracket 28 is disposed on the rear side of the left front side frame.
Further, the second coupling portion 64 of the connection stay 20 is coupled to the front portion 31a of the left floor frame 31 by the second bolt 51.
As shown in fig. 6 and 7, the connection stay 20 includes a bottom portion 53, an inner side wall 54, an outer side wall 55, an inner upper flange 56, an outer upper flange 57, and an extension portion 58.
The bottom portion 53 has: a first connecting portion 61 formed at the front portion 53a, a flat portion 62 formed at the vehicle body rear side of the first connecting portion 61, and a bent portion 63 formed between the first connecting portion 61 and the flat portion 62. The first connecting portion 61 is formed in a concave shape so as to be recessed toward the rear portion 37b of the left side member 37.
The flat portion 62 is formed flat from the bent portion 63 toward the vehicle body rear side. In addition, the front portion 53a of the bottom portion 53 is formed substantially on the same plane as the flat portion 62. The first connecting portion 61 is formed in a concave shape so as to be recessed toward the rear portion 37b of the left side member 37. Thus, the flat portion 62 can be brought close to the bottom portion 31b of the left floor side member 31 from below in a state where the first connecting portion 61 is in contact with the lower portion 37d of the rear portion 37b of the left side member 37 from below. This ensures the minimum height above the ground of the vehicle Ve.
Returning to fig. 4, the first connecting portion 61 is connected to the rear portion 37b of the left side member 37 from below by the first bolt 43. That is, the first bolt 43 passes through the first connecting portion 61. The first bolt 43 inserted passes through the rear portion 37b of the left side member 37 and projects upward from the through hole 28a of the left fastening bracket 28 and the opening 33a of the reinforcing member 33. The protruding first bolt 43 is screw-coupled with the nut 44.
The opening 33a of the reinforcing member 33 is larger than the nut 44. Thus, the protruding first bolt 43 is screwed to the nut 44, thereby ensuring a state in which the nut 44 is in contact with the left fastening bracket 28. In this state, the head 43a of the first bolt 43 is accommodated in the concave first coupling portion 61.
The center-folded portion 37c (see fig. 1) of the left side member 37 is formed so as to be folded downward by an impact load F1 input from the front of the vehicle. The center-folded portion 37c is folded downward, and a pressing force F2 acts on the head 43a of the first bolt 43 from the rear portion 37b of the left side member 37. Thereby, the pressing force F2 acts on the nut 44 via the first bolt 43.
Thereby, the nut 44 is disengaged from the through hole 28a of the left fastening bracket 28, and the rear portion 37b of the side member 37 moves downward.
As described above, by housing the head 43a of the first bolt 43 in the concave first coupling portion 61, the head 43a of the first bolt 43 is protected by the bottom portion 53 of the connection stay 20. Further, by housing head 43a of first bolt 43 in concave first coupling portion 61, height H1 of head 43a of first bolt 43 can be made to coincide with bottom portion 53 of connection stay 20. This ensures the minimum height above the ground of the vehicle Ve.
As shown in fig. 8, the inner side wall 54 rises from the inner side edge 53b of the bottom portion 53.
The outer side wall 55 stands from the outer side edge 53c of the bottom 53. The connection stay 20 is formed in a U-shape in cross section by a bottom portion 53, an inner side wall 54, and an outer side wall 55.
The inner upper flange 56 extends inward in the vehicle width direction from the upper portion 54a of the inner wall 54. The outer upper flange 57 extends outward in the vehicle width direction from the upper portion 55a of the outer wall 55. Thus, the connection stay 20 is formed in a cross-sectional hat shape by the bottom portion 53, the inner side wall 54, the outer side wall 55, the inner upper flange 56, and the outer upper flange 57. This can improve the bearing capacity against the impact load of connection stay 20.
Further, a second coupling portion 64 is formed at the rear portion of the inner wall 54 and the rear portion of the outer wall 55.
The second coupling portion 64 has a pair of support grooves 67 formed in the rear portions of the inner wall 54 and the outer wall 55, and a positioning hole 68 formed in the rear portion of the outer wall 55.
The rear end of the support groove 67 is open. A positioning hole 68 is disposed on the vehicle body front side of the support groove 67 of the outer wall 55.
As shown in fig. 6 and 9, the second bolt 51 is inserted from the support groove 67 of the inner side wall 54, and the second bolt 51 passes through the front portion 31a of the left floor side member 31 and protrudes from the support groove 67 of the outer side wall 55. The protruding second bolt 51 is screw-coupled with the nut 69. In this state, the tip end portion of the positioning pawl 69a of the nut 69 is inserted into the positioning hole 68 (see also fig. 5).
The positioning pawl 69a (i.e., the nut 69) is positioned by the positioning hole 68, and the second bolt 51 is disposed at a position separated rearward from the bottom 67a of the support groove 67 by a predetermined position. This allows the connection stay 20 to move rearward of the vehicle body with respect to the second bolt 51.
In this state, the second coupling portion 64 of the connection stay 20 is rotatably coupled in the downward direction as indicated by arrow B by the second bolt 51. Since the connection stay 20 rotates about the second bolt 51, the rear end of the support groove 67 is positioned above the second bolt 51. Thereby, the support groove 67 is disengaged from the second bolt 51, and the connection stay 20 is disengaged from the second bolt 51 and moves downward.
Returning to fig. 8, the inner wall 54 has an inner protrusion 65 formed between the first coupling portion 61 and the second coupling portion 64. The inner protrusion 65 bulges outward of the connection stay 20 and extends in the vertical direction.
The outer side wall 55 has an outer protrusion 66 formed between the first coupling portion 61 and the second coupling portion 64. The outer protrusion 66 bulges outward of the connection stay 20 and extends in the vertical direction.
As shown in fig. 9 and 10, the inner protrusion 65 and the outer protrusion 66 bulge outward of the connection stay 20 and extend in the vertical direction. As a result, when an impact load F3 is input from the subframe 14 (see fig. 1) to the connection stay 20, stress can be concentrated on the inner boss portion 65 and the outer boss portion 66 of the connection stay 20.
Thereby, inner wall 54 of connection stay 20 is bent from inner protrusion 65 to the outside of connection stay 20 as indicated by arrow C with inner edge 53b of bottom 53 serving as a fulcrum. Similarly, outer wall 55 of connection stay 20 is bent from outer protrusion 66 to the outside of connection stay 20 as indicated by arrow C with outer side 53C of bottom 53 serving as a fulcrum.
That is, inner wall 54 and outer wall 55 of connection stay 20 are tilted outward of connection stay 20 as indicated by arrow C.
As shown in fig. 11, bent portion 63 of bottom portion 53 of connection stay 20 can be bent downward as indicated by arrow D by impact load F3 input to connection stay 20.
The upper portion 54a of the inner wall 54 is inclined upward from the inner protrusion 65 to the second coupling portion 64. Further, the upper portion 55a of the outer wall 55 is inclined with an ascending slope from the outer protrusion 66 to the second coupling portion 64.
This allows the impact load F3 input to connection stay 20 to concentrate stress more favorably on inner boss 65 and outer boss 66. This allows the inner wall 54 of the connection stay 20 to be more favorably bent at the inner boss 65, and the outer wall 55 to be more favorably bent at the outer boss 66.
That is, bottom portion 53 of connection stay 20 can be bent downward from bent portion 63 more favorably as indicated by arrow D.
Returning to fig. 3, bent portion 63 of connection stay 20 is bent downward as indicated by arrow D. Thus, the rear portion 37b of the left side member 37 is reliably guided downward of the floor panel 32 (i.e., the vehicle compartment 70). Thus, the suspension components and the steering members are reliably guided downward of the vehicle interior 70 together with the subframe 14.
Here, in the case where the vehicle Ve is a large-sized vehicle, it is considered to use a high-strength steel plate in order to increase the bearing capacity of the connecting stay 20. In this case, stress can be concentrated on the inner boss portion 65 (see also fig. 9) and the outer boss portion 66.
Thereby, the inner side wall 54 of the connection stay 20 is bent at the inner boss 65, and the outer side wall 55 is bent at the outer boss 66. Thereby, inner wall 54 and outer wall 55 are inverted to the outside of connection stay 20. Therefore, the bottom portion 53 of the connection stay 20 is bent downward at the bent portion 63, and the suspension member and the steering member are reliably guided downward of the vehicle interior 70 together with the subframe 14.
As shown in fig. 2 and 3, an extension 58 is formed on inner side 20b of front portion 20a of connection stay 20. The extension portion 58 extends from the inner side portion 20b of the front portion 20a toward the front of the vehicle body. Thus, when the impact load F1 is input to the subframe 14 from the front of the vehicle body, the impact load F3 can be input to the connecting stay 20 at a higher speed from the extension portion 58.
Thus, by increasing the input of impact load F3 to connection stay 20, bottom portion 53 of connection stay 20 is bent downward at a higher speed from bent portion 63. Therefore, the interference of the rear portion 37b of the left side member 37 with the floor panel 32 is more reliably suppressed.
As shown in fig. 12, extension 58 is formed on inner side 20b of front portion 20a of connection stay 20. That is, extension 58 is formed at a position avoiding outer side portion 20c of front portion 20a of connection stay 20. Thus, a site for mounting the flexible bush 73 of the suspension arm 72, for example, is secured at the mounting site 37e of the outer side portion 20c in the vehicle body front side in the rear portion 37b of the left side member 37.
Specifically, the support portion 74 is attached to the attachment portion 37e by the bolt 71. The support portion 74 supports a flexible bush 73. This can improve the degree of freedom in design when determining the mounting position of support portion 74.
As shown in fig. 7 and 8, the connection stay 20 is provided with a reinforcing plate 22.
The stiffener 22 has a base 75, an inner sidewall 76, an outer sidewall 77, an inner flange 78, and an outer flange 79. The reinforcing plate 22 having a U-shaped cross section is formed by a bottom 75, an inner wall 76, and an outer wall 77. The bottom 75, the inner wall 76, the outer wall 77, the inner flange 78, and the outer flange 79 form the reinforcing plate 22 having a hat-shaped cross section. Thereby, the rigidity of the reinforcing plate 22 is ensured.
An opening 82 is formed in the center of the bottom 75. First bolt 43 is inserted from opening 82 into first coupling portion 61 of connection stay 20.
The bottom portion 75 of the reinforcing plate 22 is disposed at the first connecting portion 61. That is, the first connecting portion 61 is a portion where the bottom portion 75 of the reinforcing plate 22 is disposed at the bottom portion 53 of the connecting stay. The first connecting portion 61 is formed to be recessed upward with respect to the flat portion 62 and the front portion 53a of the bottom portion 53 of the connecting stay.
The bottom portion 75 of the reinforcing plate 22 has first to fourth joint portions 75a to 75 d. The first to third joint portions 75a to 75c ensure the area of the electrode for contact spot welding. Thus, in a state where bottom portion 75 of reinforcing plate 22 is disposed at first connecting portion 61, first to third joining portions 75a to 75c are joined to bottom portion 53 of connecting stay 20 by spot welding.
On the other hand, the fourth joint portion 75d is a portion where it is difficult to secure a region that abuts against the electrode for spot welding. Thereby, the fourth joint portion 75d is joined to the bottom portion 53 of the connection stay 20 by the mig welding.
The inner flange 78 has fifth and sixth engagement portions 78a and 78 b. The fifth and sixth joining portions 78a and 78b are portions where it is difficult to secure a region that abuts against the spot welding electrode. Thus, in a state where the bottom portion 75 of the reinforcing plate 22 is disposed at the first connecting portion 61, the fifth and sixth joining portions 78a and 78b are joined to the inner upper flange 56 of the connecting stay 20 by mig welding.
The outer flange 79 has fifth to seventh joint portions 79a to 79 c. The fifth to seventh joint portions 79a to 79c are portions where it is difficult to secure a region for abutting against the electrode for spot welding. Thus, in a state where the bottom portion 75 of the reinforcing plate 22 is disposed at the first connecting portion 61, the fifth to seventh joint portions 79a to 79c are joined to the outer upper flange 57 of the connecting stay 20 by mig welding.
That is, in a state where bottom portion 75 of reinforcing plate 22 is disposed at first connecting portion 61, reinforcing plate 22 is fixed to bottom portion 53, inner upper flange 56, and outer upper flange 57 of connecting stay 20.
In this way, by providing the reinforcing plate 22 in the connection stay 20, the bottom portion 75 of the reinforcing plate 22 is disposed from below in the concave first connecting portion 61. Thereby, the concave first connecting portion 61 is reinforced by the reinforcing plate 22.
In this state, reinforcing plate 22 is provided on bottom portion 53 of connection stay 20 while bypassing inner protrusion 65 and outer protrusion 66 (see also fig. 5). This concentrates the stress generated by the impact load F3 input to the connection stay 20 on the inner and outer protrusions 65 and 66. This allows the inner wall 54 of the connection stay 20 to be bent at the inner boss 65 and the outer wall 55 to be bent at the outer boss 66. This allows inner wall 54 and outer wall 55 to be tilted outward of connection stay 20.
Therefore, the bottom portion 53 of the connecting stay 20 is bent downward, and the rear portion 37b of the left side member 37 can be reliably guided downward of the vehicle interior 70.
As shown in fig. 11, in the front connection portion 20d of the connection stay 20 corresponding to the first connection portion 61, the height H2 of the inner side wall 54b is suppressed to be small. Similarly, in the front coupling portion 20d, the height H2 of the outer side wall 55b is suppressed to a small size.
On the other hand, since the reinforcing plate 22 is fixed to the bottom portion 53, the inner upper flange 56, and the outer upper flange 57 of the connection stay 20, the reinforcing plate 22 is disposed on the inner wall 54b and the outer wall 55 b. Accordingly, even in a state where height H2 of inner wall 54b and height H2 of outer wall 55b are suppressed to be small, the reinforcing plate 22 ensures the bearing force of connection stay 20.
The front coupling portion 20d of the connection stay 20 is a portion on the vehicle body front side of the inner and outer protrusions 65, 66. Front coupling portion 20d has a recess 53d formed in bottom portion 53 of connection stay 20. The recess 53d is formed with a concave first coupling portion 61.
As shown in fig. 3, the concave first connecting portion 61 is reinforced by the reinforcing plate 22. This increases the load-bearing capacity of connection stay 20 by reinforcing plate 22. Further, a second coupling portion 64 that couples the stay 20 is rotatably coupled to the front portion 31a of the left floor side member 31 in the downward direction with the second bolt 51 as an axis.
Here, the middle folded portion 37c (see fig. 1) is bent downward by an impact load F1 input from the front of the vehicle. Thereby, a pressing force F2 is applied from the rear portion 37b of the left side member 37 to the head portion 43a of the first bolt 43, and the nut 44 is disengaged from the through hole 28a (see fig. 7) of the left fastening bracket 28.
In this state, an impact load F3 is input to connection stay 20. Thereby, the connection stay 20 rotates downward as indicated by arrow B with the second bolt 51 as an axis. By the rotation of the connecting stay 20, the rear portion 37b of the left side member 37 is reliably guided to the lower side of the floor panel 32 (i.e., the cabin 70). Thus, even when the vehicle Ve is a large vehicle, the suspension components and the steering members are reliably guided downward of the vehicle interior 70 together with the sub-frame 14.
The connection stay 20 is provided with a reinforcing plate 22. A recess 53d is formed in bottom 53 of connection stay 20, and bottom 75 of reinforcing plate 22 is housed in recess 53 d. This allows bottom portion 75 of reinforcing plate 22 to approach bottom portion 53 of connection stay 20 (specifically, flat portion 62 of bottom portion 75) in the vertical direction.
In other words, the bottom portion 75 of the reinforcing plate 22 is disposed at substantially the same height position as the extension line 84 along the extension line 84 of the flat portion 62 of the bottom portion 75. This allows bottom portion 75 of reinforcing plate 22 to be disposed at substantially the same height as flat portion 62 of connection stay 20. This ensures the minimum height above the ground of the vehicle Ve.
As shown in fig. 3 and 4, the left floor side member 31 is provided in the recess 35 of the floor panel 32. Thus, the left floor frame 31 can be disposed at a relatively high position, and the height H4 of the left floor frame 31 can be secured to a large size. Thereby, the height H5 of the second coupling portion 64 of the connection stay 20 is secured to be large. That is, the bearing force of second coupling portion 64 of connection stay 20 is increased.
Accordingly, when impact load F3 is input to connection stay 20 from left side member 37, connection stay 20 can be moved downward more favorably as indicated by arrow B with second bolt 51 as an axis. Thus, the rear portion 37b of the left side member 37 is reliably guided downward of the floor panel 32 (i.e., the vehicle compartment 70). Therefore, the suspension components and the steering members are reliably guided downward of the vehicle interior 70 together with the subframe 14.
Next, a case where an impact load is input to the vehicle Ve from the front of the vehicle body will be described with reference to fig. 13A, 13B, 14A, and 14B.
As shown in fig. 13A, an impact load is input to the vehicle Ve from the front of the vehicle body. This inputs an impact load F4 into the left side member 37 of the subframe 14. When the impact load F4 is input to the left side member 37, a downward bending force acts on the center-folded portion 37 c.
As a result, a downward load acts on the left mounting arm 39, and the bolt 46 is disengaged downward from the pair of mounting holes 48 as indicated by arrow E.
As shown in fig. 13B, since the bolt 46 is pulled out downward from the pair of mounting holes 48, the folded-back portion 37c is bent downward as indicated by an arrow F by the impact load F4. The left side member 37 is bent into a V shape in side view, and the middle folded portion 37c contacts the road surface 81.
In this state, the impact load F4 continues to be input to the left side member 37, and a pressing force acts on the nut 44 due to the impact load F4. Thereby, the nut 44 is disengaged downward from the through hole 28a of the left fastening bracket 28 as indicated by an arrow G.
When the nut 44 is disengaged from the through hole 28a, the impact load F5 is input to the connection stay 20 from the rear portion 37b of the left side member 37.
Here, the second bolt 51 is disposed at a position separated rearward from the bottom 67a (see fig. 8) of the support groove 67 by a predetermined position. This enables the connection stay 20 to be moved rearward of the vehicle body with respect to the second bolt 51. Accordingly, when the connection stay 20 is displaced rearward of the vehicle body together with the left side member 37, the connection stay 20 is allowed to be displaced rearward of the vehicle body with respect to the second bolt 51. This prevents unnecessary deformation of the connection stay 20.
As shown in fig. 14A, in a state where unnecessary deformation of connection stay 20 is prevented, impact load F5 is input to connection stay 20. Thereby, bottom portion 53 of connection stay 20 is bent downward from bent portion 63 as indicated by arrow H.
The bent portion 63 is bent downward, and the connection stay 20 is thereby rotated downward as indicated by arrow I about the second bolt 51.
As shown in fig. 14B, the connection stay 20 is rotated, whereby the rear end of the support groove 67 is positioned above the second bolt 51. Thereby, the support groove 67 is disengaged from the second bolt 51, and the connection stay 20 is disengaged from the second bolt 51 and moves downward.
This enables the rear portion 37b of the left side member 37 to be reliably guided downward of the floor panel 32 (i.e., the vehicle compartment 70). Therefore, the suspension components and the steering member can be reliably guided downward of the vehicle interior 70 together with the subframe 14.
The technical scope of the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.
For example, in the above-described embodiment, the example in which the extension portion 58 is formed on the inner side portion 20b of the front portion 20a of the connection stay 20 has been described, but the present invention is not limited thereto. For example, extension 58 may be formed on outer side 20c of front portion 20a of connection stay 20.
In the above-described embodiment, the example in which the reinforcing plate 22 is fixed to the bottom portion 53, the inner upper flange 56, and the outer upper flange 57 of the connection stay 20 has been described, but the present invention is not limited thereto. For example, the reinforcing plate 22 may be fixed to the inner wall 54 and the outer wall 55 of the connection stay 20 in addition to the bottom portion 53, the inner upper flange 56, and the outer upper flange 57.
Description of the reference numerals
Ve … … vehicle
10 … … vehicle body front structure
14 … … subframe
20 … … connection stay
20a … connecting the front of the stay
20b … connection stay inner side
20c … connecting the outer side of the stay
20d … anterior joint
22 … … reinforcing plate
24 … … left and right front side frames (front side frame)
24b … rear part of left front side frame
31 … … side edge of bottom plate (bottom plate edge beam)
31a … front part of left floor edge beam
32 … … bottom plate
34 … … floor tunnel
35 … … recess
37 … … side beam
37b … rear part of side member (rear part of sub-frame)
43 … … first bolt (fastening member)
43a … header
53 … … bottom
53b … inner edge
53c … outside edge
54 … … inner side wall
55 … … outer side wall
56 … … Upper medial Flange
57 … … external upper flange
58 … … extension
61 … … first connecting part
62 … … flat part
64 … … second joint
65. 66 … inner and outer protrusions
75 … … stiffening the bottom of the board
84 … … are extended.
Claims (5)
1. A vehicle body front structure in which a floor side member extends rearward of a front side frame from a vehicle width direction inner side toward a vehicle body rear side, a subframe is disposed below the front side frame, and a rear portion of the subframe is connected to a rear portion side of the front side frame from below,
the vehicle body front structure includes a connection stay that is erected in a vehicle body front-rear direction between a rear portion of the subframe and the floor side member, the connection stay having a first connection portion that is connected to the rear portion of the subframe and a second connection portion that is rotatably connected to the floor side member in a downward direction,
the connection stay has a bottom portion, an inner side wall rising from an inner side edge of the bottom portion, and an outer side wall rising from an outer side edge of the bottom portion,
the connecting stay is formed in a U-shaped cross section by the bottom, the inner side wall and the outer side wall,
the inner side wall and the outer side wall have a protrusion portion provided between the first coupling portion and the second coupling portion, bulging outward of the connection stay, and extending in the vertical direction,
the first connecting portion is located at a bottom portion of the connection stay, and is formed in a concave shape so as to be recessed toward a rear portion of the subframe,
the fastening member is received in the first coupling portion having a concave shape in a state where the first coupling portion is coupled to the rear portion of the subframe by the fastening member,
the concave first connecting portion is reinforced by a reinforcing plate provided at the bottom of the connecting stay bypassing the boss portion,
the inner wall and the outer wall of the connection stay are inclined at an ascending slope from the boss portion to the second coupling portion.
2. The vehicle body front structure according to claim 1,
the connection stay has an extension portion extending toward the front of the vehicle body on either of an inner side portion and an outer side portion of a front portion of the connection stay.
3. The vehicle body front structure according to claim 1 or 2,
the bottom of the connection stay has a recess that receives the bottom of the reinforcing plate.
4. The vehicle body front structure according to claim 1,
the connection stay has an inner upper flange extending inward in the vehicle width direction at an upper portion of the inner side wall and an outer upper flange extending outward in the vehicle width direction at an upper portion of the outer side wall,
the reinforcing plate is disposed on the front side of the protruding portion of the connection stay, and the reinforcing plate is fixed to the bottom portion of the connection stay, the inner upper flange, and the outer upper flange.
5. The vehicle body front structure according to any one of claims 1, 2, 4,
the vehicle body front structure includes:
a floor tunnel provided on the vehicle width direction inner side of the front side frame; and
a recess provided between the floor tunnel and the front side frame and recessed upward,
the floor frame is provided with a second connecting portion that is rotatably connected to the connecting stay in a downward direction.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016-208698 | 2016-10-25 | ||
| JP2016208698A JP2020023198A (en) | 2016-10-25 | 2016-10-25 | Vehicle body front structure |
| PCT/JP2017/025121 WO2018078959A1 (en) | 2016-10-25 | 2017-07-10 | Vehicle body front structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109715476A CN109715476A (en) | 2019-05-03 |
| CN109715476B true CN109715476B (en) | 2022-01-04 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201780054702.XA Active CN109715476B (en) | 2016-10-25 | 2017-07-10 | Vehicle body front structure |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP2020023198A (en) |
| CN (1) | CN109715476B (en) |
| WO (1) | WO2018078959A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110816663B (en) * | 2019-11-27 | 2021-08-06 | 安徽江淮汽车集团股份有限公司 | Sub vehicle frame rear cross beam and steering engine connecting structure |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56106973U (en) * | 1980-01-21 | 1981-08-20 | ||
| JP2012206653A (en) * | 2011-03-30 | 2012-10-25 | Honda Motor Co Ltd | Front body of vehicle |
| JP2013248982A (en) * | 2012-05-31 | 2013-12-12 | Honda Motor Co Ltd | Vehicle body frame structure |
| JP2016078474A (en) * | 2014-10-09 | 2016-05-16 | トヨタ自動車株式会社 | Vehicle front part structure |
| CN105882755A (en) * | 2015-02-18 | 2016-08-24 | 本田技研工业株式会社 | Vehicle front body structure |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0492770A (en) * | 1990-08-09 | 1992-03-25 | Toyota Motor Corp | Fitting construction for front subframe of body |
-
2016
- 2016-10-25 JP JP2016208698A patent/JP2020023198A/en active Pending
-
2017
- 2017-07-10 CN CN201780054702.XA patent/CN109715476B/en active Active
- 2017-07-10 WO PCT/JP2017/025121 patent/WO2018078959A1/en active Application Filing
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS56106973U (en) * | 1980-01-21 | 1981-08-20 | ||
| JP2012206653A (en) * | 2011-03-30 | 2012-10-25 | Honda Motor Co Ltd | Front body of vehicle |
| JP2013248982A (en) * | 2012-05-31 | 2013-12-12 | Honda Motor Co Ltd | Vehicle body frame structure |
| JP2016078474A (en) * | 2014-10-09 | 2016-05-16 | トヨタ自動車株式会社 | Vehicle front part structure |
| CN105882755A (en) * | 2015-02-18 | 2016-08-24 | 本田技研工业株式会社 | Vehicle front body structure |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2018078959A1 (en) | 2018-05-03 |
| JP2020023198A (en) | 2020-02-13 |
| CN109715476A (en) | 2019-05-03 |
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