JP2000159145A - Front part car body structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To intend the ensuring of car body strength at offset collision time to be compatible with the ensuring of crash space at head-on collision time, by providing frame members setting a deformation amount per prescribed load of front frames so as to be different relating to a load input between at offset collision time and at head-on collision time. SOLUTION: This car body structure is provided with a pair of front frames 12, 13, on the left and the right extended in a longitudinal direction of a vehicle and cross members 6, 7 extended in a transverse direction between both the front frame 12, 13 on the left and the right. In this case, frame members 22, 23 setting a deformation amount per prescribed load of the front frames 12, 13 so as to be different relating to a load input between from the diagonal forward relating to the center of the vehicle and from the front of the vehicle are provided between a longitudinal direction intermediate part of the front frames 13, 12 and the cross members 6, 7.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a front side frame (main frame) extending in the front-rear direction of a vehicle.
And a subframe disposed below the engine room and supporting a suspension or an engine.

[0002]

2. Description of the Related Art Conventionally, as a vehicle body structure of the above-mentioned example, Japanese Unexamined Patent Publication No. Hei.
There is a structure described in Japanese Patent No. 35471.

In the former vehicle body structure described in Japanese Patent Application Laid-Open No. 3-25082, a subframe is formed by combining front and rear horizontal frames and left and right vertical frames in a perimeter shape (frame type). This subframe is configured to be connected to the vehicle body.

Similarly, the front body structure of the vehicle described in Japanese Utility Model Application Laid-Open No. 58-35471 also includes left and right vertical members extending in the vehicle longitudinal direction and front and rear transverse members extending in the vehicle width direction. A sub-frame is configured by combining in a perimeter shape (frame type), and the sub-frame is configured to be connected to a vehicle body.

In such a front body structure of an automobile, at the time of an offset collision in which the vehicle M collides with the obstacle Z at the collision angle θ1 as shown in FIG. Frame rigidity at the front left and right corners (body rigidity)
Is locally improved, it is possible to sufficiently cope with an offset collision in which a load is input concentrated on one side of the front part of the vehicle.

On the other hand, since the rigidity of the corner portion is increased, a frontal collision in which the vehicle M collides with the obstacle Z at a collision angle θ2 (where θ2> θ1) as shown in FIG. Sometimes the frame is less likely to crash,
There was a problem that a sufficient crash space could not be secured at the time of a head-on collision, and a high collision acceleration was applied to the occupant at the time of a head-on collision.

[0007] In short, there is a problem that it is difficult to achieve both a load absorbing property at the time of a head-on collision and a securing of vehicle body strength at the time of an offset collision.

[0008]

According to the first aspect of the present invention, an offset collision between a front-rear intermediate portion of a front frame extending in the front-rear direction of a vehicle and a cross member extending in a lateral direction is provided. By providing a frame member member that sets the amount of deformation of the front frame per predetermined load to differ from the load input and the load input at the time of a frontal collision, the strength of the vehicle body at the time of an offset collision and the crash space at the time of a frontal collision are provided. It is an object of the present invention to provide a front vehicle body structure of an automobile that can achieve compatibility with the vehicle.

According to a second aspect of the present invention, in addition to the object of the first aspect, the frame member is set as a strength member extending obliquely as viewed from the vehicle plane. It is an object of the present invention to provide a front vehicle body structure of an automobile which can counteract a load input at the time of an offset collision with this strength member and can secure sufficient vehicle body strength at the time of an offset collision.

According to a third aspect of the present invention, in addition to the object of the first or second aspect of the present invention, by mounting the above-mentioned frame member on a sub-frame, an offset collision is caused by the frame member. The amount of deformation per predetermined load of the subframe with respect to the load input at the time of the frontal collision and the load input at the time of a frontal collision is set to be different, to ensure both body strength at the time of offset collision and crash space at the time of frontal collision It is an object of the present invention to provide a vehicle front body structure that can be achieved.

According to a fourth aspect of the present invention, in addition to the object of the first aspect, the frame member is provided with one member for each of the left and right front frames, so that the center of the vehicle is provided. It is an object of the present invention to provide a front vehicle body structure of an automobile capable of coping with a load input from a diagonally left front to the vehicle and a load input from a diagonally right front to the center of the vehicle, that is, both left and right offset collisions.

According to a fifth aspect of the present invention, in addition to the object of the fourth aspect, the frame member is disposed in a substantially X-shape when viewed from the plane of the vehicle.
An object of the present invention is to provide a front body structure of an automobile in which a pair of frame member members can be arranged compactly and does not hinder an engine room layout.

According to a sixth aspect of the present invention, in addition to the object of the fourth aspect, the frame member is disposed in a substantially V-shape that opens forward when viewed from the plane of the vehicle. Accordingly, an object of the present invention is to provide a front body structure of an automobile in which a pair of frame member members can be arranged compactly and does not hinder the engine room layout.

[0014]

According to a first aspect of the present invention, a pair of left and right front frames extending in the front-rear direction of a vehicle, and a cross member extending laterally between the left and right front frames. A front body structure of an automobile having a front-rear direction intermediate portion of the front frame and the cross member, the amount of deformation of the front frame per a predetermined load with respect to a load input from an oblique front with respect to the center of the vehicle. Is a front body structure of an automobile provided with a frame member member that is set so as to be different.

According to a second aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the frame member member is provided with a strength member extending in an inclined manner as viewed from the plane of the vehicle. It is characterized by a partial body structure.

According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, the front frame supports a main frame and a suspension or an engine mounted on the main frame. And a sub-frame, wherein the frame member member has a front body structure of a vehicle attached to the sub-frame.

According to a fourth aspect of the present invention, in addition to the configuration of the first aspect of the present invention, the frame member member is a front portion of an automobile in which one member is provided for each of the left and right front frames. It has a vehicle body structure.

According to a fifth aspect of the present invention, in addition to the structure of the fourth aspect of the present invention, the frame member member is arranged in a substantially X-shape when viewed from the plane of the vehicle. It has a vehicle body structure.

According to a sixth aspect of the present invention, in addition to the configuration of the fourth aspect of the present invention, the frame member member is disposed in a substantially V-shape opening forward when viewed from the vehicle plane. It is a vehicle body front structure.

[0020]

According to the first aspect of the present invention, the above-described frame member member is provided between the front-rear intermediate portion of the front frame extending in the front-rear direction of the vehicle and the cross member extending in the lateral direction. The amount of deformation of the front frame per predetermined load with respect to the load input from the front of the vehicle (the load input at the time of an offset collision) and the load input from the front of the vehicle (the load input at the time of a frontal collision) is calculated. The above-mentioned frame member members can be set to be different.

That is, the amount of deformation of the front frame per predetermined load with respect to the load input at the time of an offset collision by the frame member member described above is reduced, and the amount of deformation of the front frame per predetermined load with respect to the load input at the time of a frontal collision is increased. As a result, there is an effect that it is possible to achieve both the securing of the vehicle body strength at the time of an offset collision and the securing of a crash space at the time of a frontal collision.

According to the second aspect of the present invention,
In addition to the effect of the first aspect of the present invention, since the above-mentioned frame member member is set as a strength member extending in a slanted manner when viewed from the plane of the vehicle, the strength member can resist a load input at the time of an offset collision. Thus, there is an effect that even more favorable vehicle body strength at the time of an offset collision can be secured.

According to the third aspect of the present invention,
In addition to the effects of the first and second aspects of the present invention, the above-mentioned frame member member is mounted on a subframe that supports a suspension or an engine. The amount of deformation per predetermined load of the subframe with respect to the load input at the time of a head-on collision can be made different, and as a result,
This has the effect of ensuring both the strength of the vehicle body during an offset collision and the securing of a crash space during a head-on collision.

According to the invention described in claim 4 of the present invention,
In addition to the effect of the first aspect of the present invention, the frame member is provided with one member for each of the left and right front frames. It is possible to cope with a load input from an oblique front, that is, both left and right offset collisions, and it is possible to secure the vehicle body strength at the time of both left and right offset collisions.

According to the fifth aspect of the present invention,
In addition to the effect of the fourth aspect of the present invention, since the above-described frame member members are disposed in a substantially X shape when viewed from the vehicle plane, the pair of frame member members can be disposed compactly. This has the effect of not disturbing the engine room layout.

According to the invention described in claim 6 of the present invention,
In addition to the effect of the fourth aspect of the present invention, since the above-mentioned frame member member is arranged in a substantially V-shape that opens forward when viewed from the vehicle plane, the pair of frame member members can be compactly arranged. This has the effect of not disturbing the engine room layout.

[0027]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below in detail with reference to the drawings. 1 and 2, a pair of left and right front side frames 1 and 2 (main frames) extending in the front-rear direction of the vehicle are provided. A first cross member 3 (front cross member), a second cross member 4, and a third cross member 5 extending in the vehicle width direction are stretched therebetween.

Suspension member mounting brackets 6, 7 extending laterally inward of the vehicle are joined to the left and right front side frames 1, 2 in front of the mounting position of the second cross member 4 by a predetermined amount. As shown in FIG. 3, these left and right suspension member mounting brackets 6, 7 are provided.
And the dash lower panel 8 form closed sections 9 and 10.

On the other hand, subframes 12 and 13 are provided below the left and right front side frames 1 and 2 below the engine room 11.

The left and right sub-frames 12 and 13 are frame members extending in the front-rear direction of the vehicle, and the front portion thereof has bolts 14 and nuts 15 with respect to the first cross member 3 corresponding directly below the sub-frames 1 and 2. Mounted using
The rear part has two sets of bolts 16 against the front side frames 1, 2 and the suspension member mounting brackets 6, 7.
It is attached using a nut 17.

The above-mentioned pair of left and right subframes 12 and 13
Is the front suspension (not shown) or the engine 18
And these sub-frames 12, 1
The sub-frame cross member 20 is mounted between the intermediate portions 3 using bolts and nuts 19 so as to be oriented in the vehicle width direction.

In addition, the lower surface of the left sub-frame 12 in the front-rear direction and the right suspension member mounting bracket 7
Bracket 21 (FIGS. 4 and 5)
), A sub-frame member 22 as a frame member member is stretched.

Similarly, the lower surface of the middle part of the right sub-frame 13 in the front-rear direction and the left suspension member mounting bracket 6
The sub-frame member 2 also serves as a frame member member between a sub-frame member 2 and a bracket (not shown) fixed to the lower surface on the inner end side of the sub-frame.
3 is stretched.

The sub-frame members 22 and 23 are made of, for example, a strength member such as a round bar member, and a total of two sub-frame members 22 and 23 are arranged so as to extend in an inclined manner when viewed from the plane of the vehicle. In this embodiment, the two sub-frame members 22, 23 are arranged in a substantially X-shape when viewed from the vehicle plane as shown in FIG.

Here, the above-mentioned sub-frame member 22,
The front ends 22a and 23a of the sub-frames 23
A nut (not shown) previously welded and fixed in the closed section of 3,
The subframes 12 and 13 are mounted on predetermined portions of the subframes 12 and 13 using mounting members such as washers 24 and bolts 25.

The above-described suspension member mounting brackets 6, 7
As shown in FIGS. 4 and 5, two sets of bolts and nuts 26 and 2 are provided on the lower surface (however, only one of them is shown in FIGS. 4 and 5).
6, the above-mentioned bracket 21 is fixed, and a tubular member 27 is fixed to the lower part of the bracket 21 by welding.

Thus, the above-described sub-frame members 22,
The rear end portions 22b and 23b of the 23 are attached to the cylindrical member 27 using an attaching member 28 composed of a bolt, a nut, a washer and the like.

The above-mentioned sub-frame members 22 and 23
Due to the slant arrangement structure in plan view, a load input from an oblique front to the vehicle center, that is, at the time of an offset collision (FIG. 1)
0) and a load input from the front of the vehicle, that is, a load input at the time of a head-on collision (see FIG. 11). It is a member member.

That is, at the time of the left front offset collision, the arrow a in FIG.
The load is input in the direction of the arrow, and the amount of deformation of the sub-frame 12 per a predetermined load is reduced against the input of the load in the direction of the arrow a by the sub-frame member 22. A load is input to the frame member 22 in the direction of arrow b in FIG.
2 is a front end 22a centered on a rear end 22b.
Behaves to be displaced rearward of the vehicle, and the amount of deformation of the sub-frame 12 per predetermined load increases. This is the same for the other subframe member 23 and subframe 13.

As described above, the sub-frame members 22 and 23 and the elements 21 and 27
The amount of deformation per predetermined load, in other words, the support rigidity of the sub-frames 12 and 13 by the sub-frame members 22 and 23 is made different from each other due to the difference in the load input direction acting on the sub-frame members 22 and 23.

The supporting rigidity is determined by the shear stress of the materials 21 and 27 due to the load input in the direction of arrow a in FIG.
It can be set by utilizing the difference between the bending stiffness and the torsional stiffness of the materials 21, 27, 22, and 23 due to the load input in the directions.

In FIG. 2, 30 is a radiator grill, 31 is a front bumper, 32 is a hood, 33
Is cowl box, 34 is front window glass, 3
5 is a radiator.

As described above, according to the embodiment shown in FIGS. 1 to 6 (an embodiment corresponding to claims 1 to 5), the front frames (subframes 12, 13) extending in the front-rear direction of the vehicle are provided.
) And the frames 12, 13
The above-mentioned frame member member (see the sub-frame members 22 and 23) is provided between the cross member (see the suspension member mounting brackets 6 and 7) extending in the lateral direction between the two, so that the load input from the oblique front with respect to the center of the vehicle. That is, the load input at the time of the offset collision (see FIG. 10) (arrow a in FIG. 6)
Front frame (see sub-frames 12 and 13) for load input from the front of the vehicle, that is, load input at the time of a frontal collision (see FIG. 11) and (see arrow b direction in FIG. 6).
The amount of deformation per predetermined load of the above frame member member
(Refer to the subframe members 22 and 23).

That is, the amount of deformation per predetermined load of the front frame (see subframes 12 and 13) with respect to the load input at the time of an offset collision (see FIG. 10) is determined by the frame member members (see subframe members 22 and 23). The amount of deformation of the front frame (see subframes 12 and 13) per a predetermined load with respect to the load input at the time of a frontal collision (see FIG. 11) can be set to a large value. Therefore, there is an effect that it is possible to achieve a balance between the security and the crash space at the time of a head-on collision.

Further, since the above-mentioned frame member member (see the sub-frame members 22 and 23) is set as a strength member extending obliquely as viewed from the vehicle plane, the strength member protrudes against a load input at the time of an offset collision. Therefore, there is an effect that it is possible to secure more favorable vehicle body strength at the time of an offset collision.

Further, the above-mentioned frame member members (see the sub-frame members 22 and 23) are used for the sub-frames 12 and
13, the frame members (see the sub-frame members 22 and 23) make the deformation amounts of the sub-frames 12 and 13 per predetermined load different from the load input at the time of the offset collision and the load input at the time of the frontal collision. As a result, there is an effect that it is possible to achieve both the securing of the vehicle body strength at the time of an offset collision and the securing of a crash space at the time of a frontal collision.

In addition, since the above-described frame member members (see the sub-frame members 22 and 23) are provided for the left and right front frames (the sub-frames 12 and 13), respectively, the left and right front sides with respect to the center of the vehicle are provided. And a load input from the right and obliquely forward with respect to the center of the vehicle, that is, both left and right offset collisions, and there is an effect that the strength of the vehicle body can be secured at the time of these left and right offset collisions. .

Further, since the above-mentioned frame member members (see the sub-frame members 22 and 23) are arranged in a substantially X-shape when viewed from the plane of the vehicle, a pair of frame member members are provided.
(See the sub-frame members 22 and 23) can be arranged compactly, and there is an effect that the layout of the engine room 11 is not hindered.

FIGS. 7 to 9 show another embodiment of the front body structure of the automobile. In the previous embodiment, a pair of sub-frame members 22 and 23 are arranged in a substantially X shape when viewed from the plane of the vehicle. However, in this embodiment shown in FIGS. 7 to 9, a pair of sub-frame members 36 and 37 made of a strength member are provided, and these pair of sub-frame members 36 and 37 are opened substantially forward when viewed from the vehicle plane. They are arranged in a V-shape. 7 to 9, the same parts as those in the previous figures are denoted by the same reference numerals, and detailed description thereof will be omitted.

That is, as shown in FIGS. 7 and 8, a bracket 39 which is bolted up to the above-mentioned left suspension member mounting bracket 6 is provided, and the inner end side of this bracket 29 is provided between the left and right sub-frames 12 and 13. The tubular member 40 is extended to the center in the width direction, and the tubular member 40 is fixed by welding to the front surface of the extended portion 39a.

On the other hand, a support bracket 44 having three mounting holes 41, 42, 43 is provided, and the above-mentioned supporting bracket 44 is connected to the cylindrical member by bolts 45 and nuts 46 using the mounting hole 43 at the center on the rear side. It is fixed to 40.

The rear end 36b of the left sub-frame member 36 is attached to the above-described mounting hole 41 by using a mounting member 47.
Similarly, the rear end 37b of the right sub-frame member 37 is attached to the above-described mounting hole 42 using the mounting member 48.
It is attached to.

In this embodiment, the above-mentioned bracket 39 is mounted on the left suspension member mounting bracket 6, but it may be mounted on the right suspension member mounting bracket 7 or on the right and left around the extension 39a. A symmetrical bracket may be provided, and the bracket may be fixed to the left and right suspension member mounting brackets 6 and 7.

Here, the above-mentioned sub-frame member 36,
Reference numeral 37 denotes a load input from an oblique front to the center of the vehicle, that is, a load input at the time of an offset collision (see FIG. 10), and a load input from the front of the vehicle, that is, at the time of a frontal collision (see FIG. 11). This is a frame member member set so that the amount of deformation of the above-described sub-frames 12 and 13 per predetermined load with respect to the load input is different.

That is, at the time of the left front offset collision, the arrow c in FIG.
The load is input in the direction of the arrow, and the amount of deformation of the sub-frame 12 per predetermined load is reduced against the load input in the direction of the arrow c by the sub-frame member 36. A load is input to the frame member 36 in the direction of arrow d in FIG. 9, and the sub-frame member 36 has its front end 36a centered on its rear end 36b.
Behaves to be displaced rearward of the vehicle, and the amount of deformation of the sub-frame 12 per predetermined load increases. This is the same for the other sub-frame members 37 and sub-frames 13.

As described above, due to the difference in the load input direction acting on the sub-frame members 36 and 37 between the offset collision and the head-on collision, the amount of deformation per predetermined load, in other words, the sub-frames 12 and 1
3 are different from each other in supporting rigidity.

As described above, according to the embodiment shown in FIGS. 7 to 9 (an embodiment corresponding to claims 1, 2, 3, 4, and 6),
Between an intermediate portion in the front-rear direction of a front frame (see subframes 12 and 13) extending in the front-rear direction of the vehicle and a cross member (see suspension member mounting brackets 6 and 7) extending between the frames 12 and 13 in the horizontal direction. Since the above-described frame member members (see the sub-frame members 36 and 37) are provided via the brackets 39 and 44, a load input from an oblique front to the center of the vehicle, that is, a load input at the time of an offset collision (see FIG. 10) (FIG. 9). Arrow c)
And a load input from the front of the vehicle, that is, at the time of a frontal collision (FIG. 11).
(See the arrow d in FIG. 9) and the amount of deformation of the front frame (see subframes 12 and 13) per predetermined load with respect to the load input (see arrow d in FIG. 9) using the frame member members (see subframe members 36 and 37). It can be set to be different.

That is, the front frame (sub-frame 1) for the load input at the time of the offset collision by the above-mentioned frame member members (see sub-frame members 36 and 37).
2 and 13), and the deformation of the front frame (see subframes 12 and 13) per predetermined load with respect to the load input at the time of a frontal collision can be set large. As a result, at the time of the offset collision (FIG. 10)
(See FIG. 11) and securing a crash space at the time of a head-on collision (see FIG. 11).

Further, since the above-described frame member members (see the sub-frame members 36 and 37) are set as strength members extending in an inclined manner when viewed from the plane of the vehicle, the strength members protrude against a load input at the time of an offset collision. Therefore, there is an effect that it is possible to secure more favorable vehicle body strength at the time of an offset collision.

Further, since the above-described frame member members (see the sub-frame members 36 and 37) are attached to the sub-frames 12 and 13 that support the suspension or the engine 18 (see FIG. 2), The load input during an offset collision (see FIG. 10) and the frontal collision (see FIG. 1) are performed by the sub-frame members 36 and 37).
1), the amount of deformation of the sub-frames 12 and 13 per predetermined load with respect to the load input can be made different. As a result, it is possible to secure both the vehicle body strength at the time of an offset collision and the crash space at the time of a frontal collision. There is an effect that can be achieved.

In addition, since the above-mentioned frame member members (see the sub-frame members 36 and 37) are provided for each of the left and right front frames (see the sub-frames 12 and 13), the left obliquely forward with respect to the center of the vehicle is provided. And a load input from the right and obliquely forward with respect to the center of the vehicle, that is, both left and right offset collisions, and the effect of securing the body strength at the time of these left and right offset collisions can be achieved. is there.

In addition, since the above-mentioned frame member members (see sub-frame members 36 and 37) are arranged in a substantially V-shape that opens forward when viewed from the vehicle plane, a pair of frame member members (sub-frame members 36 and 37) are provided. 37) can be arranged compactly and the engine room 11
There is an effect that the layout of FIG.

In correspondence between the configuration of the present invention and the above-described embodiment, the front frame of the present invention corresponds to the main frame (see the front side frames 1 and 2) and the subframes 12 and 13 of the embodiment. Similarly, the cross member corresponds to the suspension member mounting brackets 6, 7, and the frame member member is the sub-frame member 22,
Although the main frame corresponds to the front side frames 1 and 2 corresponding to 23, 36 and 37, the present invention is not limited to only the configuration of the above-described embodiment.

[Brief description of the drawings]

FIG. 1 is a plan view showing a front body structure of an automobile according to the present invention.

FIG. 2 is a side view of the same.

FIG. 3 is a sectional view taken along line AA of FIG. 1;

FIG. 4 is a sectional view taken along line BB of FIG. 1;

FIG. 5 is a sectional view taken along line CC of FIG. 4;

FIG. 6 is an explanatory diagram showing a difference in a load input direction.

FIG. 7 is a plan view showing another embodiment of the vehicle body front structure of the present invention.

FIG. 8 is an exploded perspective view of a main part of FIG. 7;

FIG. 9 is an explanatory diagram showing a difference in a load input direction.

FIG. 10 is an explanatory diagram of an offset collision.

FIG. 11 is an explanatory view of a frontal collision.

[Explanation of symbols]

 1, 2 ... front side frame (main frame) 6, 7 ... suspension member mounting bracket (cross member) 12, 13 ... subframe (front frame) 18 ... engine 22, 23 ... subframe member (frame member member) 36, 37 … Sub frame member (frame member member)

Claims (6)

[Claims] 1. A front body structure of a motor vehicle comprising a pair of left and right front frames extending in the front-rear direction of a vehicle, and a cross member extending in a lateral direction between the left and right front frames. A frame set between the middle part in the front-rear direction and the cross member so that the amount of deformation per predetermined load of the front frame with respect to the load input from an oblique front with respect to the center of the vehicle and the load input from the front of the vehicle is different. A front body structure of an automobile provided with a member member. 2. The front body structure of a motor vehicle according to claim 1, wherein said frame member member is a strength member extending obliquely when viewed from the plane of the vehicle. 3. The front frame according to claim 1, wherein the front frame includes a main frame, and a sub-frame mounted on the main frame and supporting a suspension or an engine, and the frame member is mounted on the sub-frame. Car front body structure. 4. The frame member is provided with one member for each of the left and right front frames.
The front body structure of the vehicle as described. 5. A front body structure for an automobile according to claim 4, wherein said frame member member is disposed in a substantially X-shape when viewed from the plane of the vehicle. 6. A front body structure for an automobile according to claim 4, wherein said frame member member is disposed in a substantially V-shape that opens forward when viewed from the plane of the vehicle.