CN219789819U - Vehicle body lower structure - Google Patents

Abstract

The utility model provides a vehicle body lower structure. The underbody structure includes a fixing member joined to a lower portion of a side member extending in a vehicle longitudinal direction, and a towing hook joined to the lower portion of the fixing member, and a plate-like reinforcing member is provided between the fixing member and a portion of the side member spaced apart from a joining portion of the fixing member in the vehicle longitudinal direction by a predetermined distance. With the above-described structure of the present utility model, it is possible to suppress deformation of the fixing member when receiving a traction load while having sufficient load absorbing capability when the vehicle is involved in a frontal collision.

Description

Vehicle body lower structure

Technical Field

The present utility model relates to a vehicle body lower portion structure.

Background

Generally, a towing hook is provided at a lower portion of a vehicle body. The towing hook is used for hooking a rope for towing the vehicle when the vehicle cannot run. The towing hook is generally provided at a lower part of the front part of the vehicle body or at a lower part of the rear part of the vehicle body.

Fig. 4 is a view showing a lower structure of a front portion of a vehicle body in the related art, and shows a structure of a towing hook a and its periphery. In fig. 4, arrow FR indicates the front of the vehicle body, and arrow UP indicates the upper side. As shown in fig. 4, the towing hook a is fixedly connected to the side member c by a fixing member b. Specifically, the side members c are vehicle body frame members extending in the vehicle longitudinal direction on both sides in the vehicle width direction. Fig. 4 shows only the side member c on the right side in the vehicle width direction. The stringers c have a rectangular closed cross section.

The fixing member b is formed by joining the front member d and the rear member e together. The front member d and the rear member e are each formed of a member having a cross section of a shape of コ. The fixing member b having a rectangular closed section is constructed by joining the end edges of the open sides of the front and rear members d and e to each other. Thus, the fixing member b is a cylindrical member. The upper part of the fixing member b is engaged with the lower part of the side member c.

The towing hook a has a pair of engagement portions f (only engagement portions f located on the inner side in the vehicle width direction are shown in fig. 4) extending in the vehicle length direction, and a hook portion g extending toward the front side in the vehicle length direction so as to be continuous with each engagement portion f and having a "U" shape in plan view.

Each of the engaging portions f engages with one side surface (a surface facing the inside in the vehicle width direction, a surface facing the outside in the vehicle width direction) of the fixing member b. This allows the traction rope to be hung on the hook g. When the vehicle is towed, a towing load indicated by an arrow Ft in fig. 4 acts on the towing hook a.

However, when a plurality of members are disposed below the side member c, the towing hook a needs to be disposed at a low position in order to secure a space for disposing the members. In this case, the height dimension of the fixing member b becomes long. In this way, the moment acting on the fixed member b due to the traction load Ft increases. Therefore, when the traction load Ft is large, the fixing member b is deformed as indicated by a two-dot chain line in fig. 4.

In order to prevent such deformation, it is considered to enlarge the fixing member b. However, when the fixing member b is enlarged, the rigidity of the fixing member b increases, and the rigidity of the portion of the side member c to which the fixing member b is joined also increases. In general, in the event of a frontal collision of a vehicle, the side member c is required to undergo compression deformation in the vehicle length direction to absorb the frontal collision load, whereas in the case of an enlarged fixing member b, it is difficult to obtain a sufficient amount of compression deformation in the portion of the side member c to which the fixing member b is joined, resulting in a reduction in load absorbing capacity.

Disclosure of Invention

In view of the above, an object of the present utility model is to provide a vehicle underbody structure that has sufficient load absorbing capability when a vehicle is involved in a frontal collision and that suppresses deformation of a fixing member when receiving a traction load.

As an aspect of the present utility model to solve the above-described problems, there is provided a vehicle body lower structure including a fixing member joined to a lower portion of a side member extending in a vehicle longitudinal direction, and a towing hook joined to the lower portion of the fixing member, the vehicle body lower structure including: a plate-like reinforcing member is provided between the fixing member and a portion of the side member spaced apart from a joint portion of the fixing member in the longitudinal direction by a predetermined distance.

The vehicle body lower structure of the present utility model has the advantages that: the vehicle has sufficient load absorbing capability in the event of a frontal collision of the vehicle, and can suppress deformation of the fixing member in the event of receiving a traction load. Specifically, since the plate-like reinforcing member is provided between the fixing member and the portion of the side member that is spaced apart from the joint portion of the fixing member in the vehicle longitudinal direction by a predetermined distance, even if the traction load received by the fixing member is large during traction of the vehicle, the fixing member can be prevented from tilting (tilting in the direction in which the traction load acts) by the reinforcing member, and deformation of the fixing member can be suppressed. Therefore, the fixing member does not need to be enlarged in order to suppress deformation of the fixing member. As a result, at the time of a frontal collision of the vehicle, a sufficient amount of compression deformation can be obtained at the portion of the side member that engages with the fixing member, so that the load absorbing capability can be ensured; at the same time, deformation of the fixing member can be suppressed when a large traction load is received.

In the vehicle body lower portion structure according to the present utility model, it is preferable that openings are formed in a plurality of portions of the reinforcing member.

With this structure, the reinforcing member can be made lightweight, and thus the weight of the vehicle after the reinforcing member is provided does not increase significantly.

Drawings

Fig. 1 is a side view showing a towing hook and its peripheral structure in an embodiment of the present utility model.

Fig. 2 is a perspective view showing the above-mentioned draw hook and its peripheral structure.

Fig. 3 is a side view showing a deformation state of the towing hook and its peripheral structure when the vehicle collides with the front surface.

Fig. 4 is a side view showing a prior art draw hook and its peripheral structure.

Detailed Description

Hereinafter, a vehicle body lower structure according to an embodiment of the present utility model will be described with reference to the drawings. In this embodiment, a case will be described in which the present utility model is applied to a lower structure of a vehicle body front portion.

Fig. 1 is a side view showing a towing hook 1 and its peripheral structure in the present embodiment. Fig. 2 is a perspective view showing the towing hook 1 and its peripheral structure. In fig. 1 and 2, arrow FR indicates the front of the vehicle body, and arrow UP indicates the upper side. In fig. 2, arrow LH represents the left side in the vehicle width direction, and arrow RH represents the right side in the vehicle width direction.

As shown in fig. 1 and 2, the towing hook 1 is fixedly connected to the side member 3 by a fixing member 2. Specifically, the side members 3 are vehicle body frame members extending in the vehicle longitudinal direction on both sides in the vehicle width direction. Fig. 1 and 2 show only the side member 3 on the right side in the vehicle width direction. The stringers 3 have a rectangular closed cross section.

The fixing member 2 is constituted by joining the front member 21 and the rear member 22 into one body. The front member 21 and the rear member 22 are each formed of a member having a cross section in the shape of a letter コ. The fixing member 2 having a rectangular closed cross section is constituted by joining the end edges of the open sides of the front member 21 and the rear member 22, respectively, to each other. Thus, the fixing member 2 is a cylindrical member. The upper part of the fixing member 2 is joined to the lower part of the stringers 3.

Specifically, joint plate portions (21 a, 22 a) are formed at the upper end portions of the front member 21 and the rear member 22, respectively, and these joint plate portions (21 a, 22 a) are overlapped and joined to the side surfaces of the side member 3. A base member 23 is joined to the lower ends of the front member 21 and the rear member 22. The base member 23 is formed of a member having a quadrangular shape in plan view. Grooves 23a (see fig. 2) extending in the vehicle longitudinal direction are formed in the vehicle width direction inner side surface and the vehicle width direction outer side surface of the base member 23, respectively. The cross-sectional shape of the groove 23a is a circular arc shape.

The towing hook 1 includes a pair of engaging portions (11, 11) extending in the vehicle longitudinal direction (only the engaging portion 11 located on the inner side in the vehicle width direction is shown in fig. 1), and a hook portion 12 extending forward of the vehicle body so as to be continuous with each engaging portion 11, and having a "U" shape in plan view. Each of the engaging portions 11 is engaged with one side surface (a surface facing the inside in the vehicle width direction or a surface facing the outside in the vehicle width direction) of the fixing member 2. Specifically, each of the engaging portions 11 engages with the inner surface of the groove 23a in a state of being fitted into the groove 23a formed in the side surface of the base member 23. This allows the traction rope to be hung on the hook 12. When the vehicle is towed, a towing load indicated by an arrow Ft in fig. 1 is applied to the towing hook 1.

In the present embodiment, for example, a plurality of members (not shown) are disposed below the side members 3. Therefore, in order to secure the arrangement space of these members, the towing hook 1 is provided at a lower position. In this way, the length dimension of the fixing member 2 in the vehicle height direction becomes long. As a result, the moment acting on the fixing member 2 by the traction load Ft increases (the moment increases compared to a structure in which the length dimension of the fixing member is short).

In contrast, in the present embodiment, as shown in fig. 1, the reinforcing member 4 is provided between the intermediate region in the vehicle height direction of the fixing member 2 and a portion of the side member 3 (here, a portion on the vehicle length direction rear side of the joining position of the fixing member 2) that is separated from the joining position of the fixing member 2 by a predetermined distance in the vehicle length direction. Thus, even when the traction load Ft is large, the fixing member 2 can be prevented from falling toward the vehicle body front side by the reinforcing member 4, and deformation of the fixing member 2 can be suppressed. The reinforcing member 4 will be described in detail below.

As shown in fig. 2, the reinforcing member 4 includes a main body 41, a fixing member joint 42, and a side member joint 43.

The main body 41 is inclined between a substantially middle portion in the vehicle height direction of the fixing member 2 and a portion of the side member 3 on the rear side in the vehicle longitudinal direction than the joint position of the fixing member 2, that is, is inclined toward the rear side in the vehicle longitudinal direction with respect to the fixing member 2. Flanges 41a that are bent upward are formed at both ends of the main body 41 in the vehicle width direction. In order to reduce the weight of the reinforcing member 4, two openings 44 penetrating in the thickness direction are also formed in the main body 41. In the present embodiment, two circular openings 44 are formed in the main body 41, but the number and shape of the openings are not limited thereto.

Plate-like fixing member engaging portions 42 are formed at the lower end portions of the flanges 41a on the respective sides. The fixing member joining portions 42 are respectively superimposed and joined to the side surfaces (the surface facing the inside in the vehicle width direction, the surface facing the outside in the vehicle width direction) of the rear member 22 of the fixing member 2.

At the same time, plate-like side member engaging portions 43 are formed at the upper end portions of the flanges 41a, respectively. The side member engaging portions 43 on the respective sides are overlapped and engaged with the side surfaces (the surface facing the inside in the vehicle width direction, the surface facing the outside in the vehicle width direction) of the side members 3.

As described above, in the present embodiment, the reinforcing member 4 is provided between the fixing member 2 and the side member 3, and therefore, even when the traction load Ft is large, the deformation of the fixing member 2 can be suppressed.

Therefore, deformation of the fixing member 2 can be suppressed without increasing the size of the fixing member 2. As described above, when the fixing member is enlarged, the rigidity of the fixing member increases, so that the rigidity of the portion of the side member that is joined to the fixing member also increases. In this case, when the vehicle collides with the front, it is not ensured that the side member can obtain a sufficient amount of compression deformation in the vehicle length direction to absorb the load of the front collision, resulting in a decrease in the load absorbing capacity. In contrast, in the present embodiment, since the reinforcing member 4 is provided, it is not necessary to enlarge the fixing member 2 to suppress deformation of the fixing member 2. Therefore, when the vehicle collides with the front, a sufficient amount of compression deformation can be obtained at the portion of the side member 3 that engages with the fixing member 2.

Therefore, according to the vehicle body lower portion structure of the present embodiment, the deformation of the fixing member 2 when receiving the traction load can be prevented while securing the load absorbing capability when the vehicle collides with the front face.

Fig. 3 is a side view showing a deformation state of the towing hook 1 and its peripheral structure when the vehicle collides with the front face. In fig. 3, fc indicates the direction of action of the frontal collision load acting on the side member 3. As shown in fig. 3, the portion of the side member 3 that engages with the fixing member 2 is subjected to large compression deformation in the vehicle length direction, thereby contributing to absorption of the front collision load. Further, the reinforcing member 41 has a plate shape, and thus has high strength against tensile load, but is easily deformed by bending under compressive load. Therefore, when the vehicle collides with the front face, the reinforcing member 41 is easily bent in the vehicle length direction (because the reinforcing member 41 is easily bent when subjected to compressive load), and thus compression deformation of the side member 3 is not hindered.

The present utility model is not limited to the description of the above embodiments, and may be appropriately modified. For example, in the above-described embodiment, an example in which the present utility model is applied to the lower structure of the front portion of the vehicle body has been described, but the present utility model is not limited thereto, and is also applicable to the lower structure of the rear portion of the vehicle body. In this case, the reinforcing member 4 may be provided at a portion of the side member 3 that is located on the front side in the vehicle longitudinal direction than the joint portion of the fixing member 2.

In the above embodiment, the description has been given of the towing hook 1 and its peripheral structure attached to the side member 3 on the right side in the vehicle width direction, and the towing hook and its peripheral structure attached to the side member on the left side in the vehicle width direction are also the same, and therefore, the description is omitted.

Claims (2)

1. A vehicle body lower part structure is provided with a fixing member connected to the lower part of a longitudinal beam extending along the vehicle length direction, and a traction hook connected to the lower part of the fixing member, and is characterized in that:

a plate-like reinforcing member is provided between the fixing member and a portion of the side member spaced apart from a joint portion of the fixing member in the longitudinal direction by a predetermined distance.

2. The vehicle body lower structure according to claim 1, characterized in that:

openings are formed at a plurality of locations on the reinforcing member.