JP2002321649A - Body structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To sufficiently inhibit deformation of a dashboard of a vehicle at the time of offset collision at the front of the body of the vehicle by securely catching a driveshaft moved to the rear. SOLUTION: The vehicle 10 is a passenger car, in which the front of the body 11 is divided by the dashboard 12 into an engine room 13 in the front and a cabin 14 in the rear, an engine 32 is attached to the body frame 20 inside the engine room 13, and front wheels are connected to the engine 32 via the driveshaft 35. A stopper 40 is mounted on the body frame 20 to abut to the driveshaft 35 when the driveshaft is moved to the rear. A recessed part 41 is formed in the stopper 40 for catching the driveshaft 35.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for improving a vehicle body front structure.

[0002]

2. Description of the Related Art Some vehicles, such as automobiles, have a drive system in which front wheels are driven by an engine mounted on a front portion of a vehicle body. The front structure of such a vehicle will be described with reference to FIG.

FIGS. 13A and 13B are conceptual diagrams (part 1) of a conventional vehicle. 1A shows a conventional right side structure of a front portion of a vehicle.
The engine compartment 103 is divided into a front engine compartment 103 and a rear compartment 104 by the
10, an engine 121 is mounted via a sub-frame 110A.
2 shows a vehicle 100 in which front wheels (not shown) are connected via a drive shaft 123. 114 is a front side frame.

FIG. 1B shows a vehicle body frame 1 shown in FIG.
When impact energy acts on the right front or left front of the 10, a so-called “offset deformable bar” is generated.
2 shows the structure of the right side of the front part of the vehicle 100 when the vehicle body frame 1 is moved by collision energy.
The plastic deformation of the front part of the engine 10 causes the engine 12
1. The transmission 122 and the drive shaft 123 move rearward. Due to such retreat, the dashboard 102 shown in FIG. In order to always secure the space of the passenger compartment 104, it is preferable that deformation of the dashboard 102 can be suppressed as much as possible.

For this purpose, it is conceivable to increase the rigidity of the vehicle body frame 110 by inserting a reinforcing member 111 as shown by an imaginary line in FIG. However, simply providing the reinforcing member 111 results in a large-scale reinforcing structure, and the weight of the body frame 110 increases. Moreover, simply providing the reinforcing member 111 makes it difficult to achieve both the enhancement of the rigidity of the vehicle body frame 110 against the collision energy and the sufficient absorption of the collision energy by plastic deformation of the vehicle body frame 110.

[0006] Then, as shown in the following FIG.
It is known to suppress deformation of the side sill and the dashboard 102. The same members as those in the configuration shown in FIG. 13 are denoted by the same reference numerals, and description thereof will be omitted.

FIGS. 14A and 14B are conceptual diagrams (part 2) of a conventional vehicle, in which a front portion of the vehicle 100 is viewed from the right side. As shown in (a), a general vehicle 100 has front side frames 114 extending front and rear on both sides of a front portion of a vehicle body 101, and the front side frames 114
A lower arm and an upper arm of a front suspension (not shown) are attached to the bracket 115 of FIG. According to this structure, deformation of the side sill (not shown) and the dashboard 102 can be suppressed by the bracket 115 located forward of the dashboard 102.

That is, when the engine 121, the drive shaft 123 and one of the front wheels 124 move rearward due to the offset collision of the front portion of the body frame 110, the drive shaft 123 is moved by the bracket 115 as shown in FIG. Take it. By preventing the drive shaft 123 and the front wheel 124 from hitting the side sill and the dashboard 102, deformation of the side sill and the dashboard 102 can be suppressed.

[0009]

In the structure shown in FIG. 14, the structure, dimensions and arrangement of the bracket 115 differ depending on the mounting structure of the lower arm and upper arm of the front suspension. If the structure, dimensions, and arrangement change, the direction of impact energy acting on the bracket 115 from the drive shaft 123 also changes.

[0010] Further, the height of the drive shaft 123 changes due to bumping or rebounding of the front wheel 124. Due to the change in the height, the position where the drive shaft 123 contacts the bracket 115 and the manner in which the drive shaft 123 contacts the bracket 115 also change. As described above, the mere use of a conventional member does not always ensure that the drive shaft 123 is always received at a stable position and the deformation of the side sill and the dashboard 102 cannot be sufficiently suppressed. Room remains.

SUMMARY OF THE INVENTION An object of the present invention is to provide a technique capable of sufficiently suppressing the deformation of a dashboard by reliably receiving a drive shaft that has moved rearward when an offset collision occurs in a front portion of a vehicle body. It is in.

[0012]

In order to achieve the above object, the present invention is characterized in that a front part of a vehicle body is divided into a front engine room and a rear vehicle room by a dashboard, and a vehicle body frame is formed in the engine room. In a vehicle in which an engine is mounted and front wheels are connected to the engine via a drive shaft, a stopper is provided on the body frame when the drive shaft moves rearward, and the stopper has a concave portion for receiving the drive shaft. It is characterized by the following.

When collision energy acts on the front at a position deviated left or right from the center of the vehicle width, that is, at the time of a so-called offset collision, the front of the vehicle body frame is plastically deformed, so that the engine and one of the left and right drive The shaft and front wheels move rearward. However, the drive shaft that has moved backward can be reliably and stably received by the concave portion of the stopper. Since the rearward movement of the engine is restricted together with the drive shaft, the engine and the member for attaching the engine to the vehicle body frame hardly affect the dashboard. Therefore, the deformation of the dashboard can be more sufficiently suppressed.

According to a second aspect of the present invention, a buffer member is provided on the concave portion. When the drive shaft moved rearward hits the cushioning member, the cushioning member is deformed toward the concave portion and absorbs impact energy to some extent. Thereafter, the drive shaft is received by the concave portion. Thus, the impact immediately before the drive shaft is received by the concave portion can be reduced.

[0015]

Embodiments of the present invention will be described below with reference to the accompanying drawings. Note that "before", "after",
“Left”, “right”, “up”, and “down” follow directions seen from the driver. Also, the drawings should be viewed in the direction of reference numerals.

FIG. 1 is a perspective view of a front portion of a vehicle according to the present invention.
The engine 32 is divided into a front engine compartment 13 and a rear compartment 14, and an engine 32 is mounted on the vehicle body frame 20 in the engine compartment 13. (Only the right is shown in this figure; the same applies hereinafter.) This is a passenger car called a front engine / front drive vehicle of a drive system in which an engine 32 drives a front wheel (not shown). The vehicle 10 may be a four-wheel drive vehicle of a driving system in which the engine 32 drives front wheels and rear wheels (not shown).

The vehicle body frame 20 includes left and right center side frames 21 extending front and rear on both sides of the center of the vehicle body, left and right frame extension portions 22 extending forward and upward from the front ends of the left and right center side frames 21, Frame extension 2
Left and right front side frames 23, 23 extending forward from the front end of
Front bumper beam 2 spanned between 3, 23 front ends
4 is a monocoque body integrally joined.

The center side frame 21 is a member that passes back and forth under the floor panel 25 in the passenger compartment 14, and is also called a floor side frame. Frame extension 22
Is a member that integrally connects the front end of the center side frame 21 and the rear end of the front side frame 23. The center side frame 21 and the front side frame 23 may be directly joined without interposing the frame extension 22.

A sub-frame 31 is detachably bridged between the front lower part of the center side frame 21 and the front lower part of the front side frame 23, and the engine 32 and the transmission integrally incorporated in the engine 32 are mounted on the sub-frame 31. By attaching 33, the engine 32 and the transmission 33 can be attached to the body frame 20.

The front portion of the sub-frame 31 is attached to a cross member 26 that extends between the front lower portions of the left and right front side frames 23,23. The engine 32
The transmission 33 and the center side frame 21 and the front side frames 23, 23 without intermediate members.
It may be directly attached to.

The drive shaft 35 protrudes from between the front side frame 23 and the sub frame 31.
In the present invention, the drive shaft 35 is attached to the body frame 20.
The left and right stoppers 40 are provided for hitting the rear of the vehicle, and the front ends 41 of these stoppers 40 are arranged before the dashboard 12. Stopper 4
Details of 0 will be described later. In the figure, 51 and 51 are front pillars, 52 and 52 are front damper housings,
53, 53 are upper members.

FIG. 2 is a perspective view of a main part of the front portion of the vehicle according to the present invention, and shows that the stopper 40 extends from the front end of the frame extension portion 22 toward the front drive shaft 35. The stopper 40 is a separate member from the frame extension 22 and is connected to the frame extension 22 by welding such as spot welding or MIG welding, rivets, bolts, or the like.

The front end 41 of the stopper 40 is a concave portion which is depressed in a substantially "C" shape (that is, a laterally V-shaped shape) in a side view. Hereinafter, the front end 41 will be referred to as “the concave portion 4
1 ". More specifically, the concave portion 41 is a female tapered concave groove in which the height center of the stopper 40 is the most depressed. Thus, the concave portion 41 for receiving the drive shaft 35 is provided in the stopper 40. The rigidity of the stopper 40 is set such that the drive shaft 35 that has moved rearward can be sufficiently received.

The rigidity (at least the rigidity of the front side frame 23) of the portion of the body frame 20 extending forward from the stopper 40, that is, the portion Pa from the bottom of the concave portion 41 to the front end of the body frame 20 is determined by the center side. The rigidity of the frame 21, the frame extension 22, and the stopper 40 is set smaller. In the present invention, “rigidity” mainly means compression rigidity (buckling rigidity). However, it naturally includes bending rigidity and torsional rigidity. The compression stiffness is a deformation resistance to a compression load (buckling load). When the collision energy acts on the front part of the body frame 20, the front side frame 23 having low rigidity can be plastically deformed before the other members 21, 22, and 40 to absorb the collision energy.

FIG. 3 is a right side view of the front portion of the vehicle according to the present invention. As for the distance L1 from the bottom of the concave portion 41 to the center of the drive shaft 35, the positional relationship between the dashboard 12 and the drive shaft 35, The setting is made in consideration of the degree of deformation of the dashboard 12 caused by the retreat of the drive shaft 35.

FIG. 4 is a bottom view of the front portion of the vehicle according to the present invention.
Indicates that the left and right front wheels 37, 37 have been connected via the.
Further, this figure shows left and right center side frames 21 and 2.
Left and right front side frames 23, 23 from 1 forward
The left and right side sills 56, 56 are extended along the center side frames 21, 21 to the sides of the left and right center side frames 21, 21.
This shows that the front portion of the joint 56 is joined to the center side frames 21 and 21 via the side outriggers 57 and 57.
The front ends of the side sills 56 face the front wheels 37.

The size and arrangement of the left and right stoppers 40, 40 are as follows: (1) The front wheels 37 on which the tire chains are mounted
Is turned by the maximum turning angle, the stoppers 40, 40
(2) that a sufficient gap can be maintained between
The determination is made in consideration of a sufficient gap between the transmission 33 and an inboard joint (not shown) connecting the drive shaft 35 to the transmission 33. In the figure, 5
8 is a cross member, 61 is a steering gear box,
62, 62 are tie rods for steering; 63, 63 are front suspensions.

FIGS. 5A and 5B are schematic views showing the relationship between the drive shaft, the front wheels and the stopper according to the present invention. FIG. 5A shows the transmission 33, the right drive shaft 35 and the right front wheel 37. (B) shows a cross-sectional configuration taken along the line bb of (a).

(A), a cup-shaped inboard joint 34 is connected to the output side of a transmission 33, and one end of a drive shaft 35 is connected to the inboard joint 34 so as to be able to swing and transmit power. , A cup-shaped outboard joint 36 is connected to the other end so as to be able to swing and transmit power, and an axle hub (not shown) of the front wheel 37 is connected to the outboard joint 36. The inboard / outboard joints 34 and 36 are constant velocity joints. In practice, one end of the drive shaft 35 is connected to the inboard joint 34 so as to be able to slide slightly in the vehicle width direction. However, for ease of understanding of the following description, the sliding point will be ignored.

Here, the swing starting point of the drive shaft 35 is set to a point P1, the swing starting point of the outboard joint 36 is set to a point P2, and the distance from the point P1 to the point P2 is set to R1. A stopper 40 indicated by an imaginary line is arranged at a point P3 at a distance R2 from the point P1. The point P2 rises to a point P2u when the front wheel 37 reaches the maximum bump, and falls to a point P2d when the front wheel 37 rebounds to the maximum. The height from the point P2u to the point P2d is H1. On the other hand, point P3
Rises to the point P3u at the time of the maximum bump, and falls to the point P3d at the time of the maximum rebound. From point P3u to point P
The height up to 3d is H2. Height H2 is the ratio of distance R2 to distance R1 (H2 = R2 / R1).

(B) shows the height H3 of the concave portion 41 for receiving the drive shaft 35 at the stopper 40,
This shows that the height is set to be larger than the sum of the height H2 and the diameter of the drive shaft 35. For this reason, even if the drive shaft 35 swings up and down, the height H3
Will not be out of range. Therefore, the drive shaft 35 that has moved rearward can be reliably received by the stopper 40.

FIGS. 6 (a) to 6 (c) are action diagrams of the front portion of the vehicle according to the present invention. (A) shows the front part of the body frame 20 at the time of a so-called offset collision when collision energy acts on the front part at a position deviated left or right from the center of the vehicle width. (B) shows the front part of the vehicle body frame 20, that is, the front side frame 23 being plastically deformed and absorbing collision energy. The engine 32, one of the left and right drive shafts 35 and the front wheels (not shown) move rearward.

(C) shows that the front portion of the vehicle body frame 20, that is, the front side frame 23 is further plastically deformed. The engine 32 and one of the right and left drive shafts 35 move further rearward. As a result, the drive shaft 35 hits the concave portion 41 of the stopper 40.

As described above, the concave portion 41 is a concave groove depressed in a substantially U-shape in a side view. Therefore, when the drive shaft 35 that has moved rearward hits the concave portion 41, the drive shaft 35 further moves along the slope of the concave portion 41 to the bottom (the deep portion of the “<”-shaped concave groove). Then, the drive shaft 35 stops when it stably hits the concave portion 41. As a result, the drive shaft 35 that has moved backward can be reliably and stably received by the concave portion 41. Therefore, collision energy can be transmitted from the drive shaft 35 to the stopper 40.

The collision energy acting on the stopper 40 from the drive shaft 35 is transmitted to the center side frame 21 via the frame extension 22. In this way, the stopper 40 is connected to the drive shaft 35 moved rearward.
Can be received.

Since the rearward movement of the drive shaft 35 is restricted, the rearward movement of the transmission 33 to which the drive shaft 35 is connected and the engine 32 integrally incorporating the transmission 33 are restricted. For this reason, the rearward movement of the subframe 31 on which the engine 32 and the transmission 33 are mounted is also restricted. The rearward movement of the rear mounting portion 31a of the sub frame 31 with respect to the body frame 20 is also restricted, and the dashboard 12 (FIG. 3) near the rear mounting portion 31a is also restricted.
See) has little effect.

As is clear from the above description, since the concave portion (front end) 41 of the stopper 40 is located before the dashboard 12, the drive shaft 35 moved rearward does not hit the dashboard 12. In addition, as described above, the rearward movement of the engine 32, the transmission 33, and the subframe 31 is restricted, so that the dashboard 12 has almost no effect. Therefore,
The deformation of the dashboard 12 can be more sufficiently suppressed.

As described above, the portion Pa of the body frame 20 extending forward from the stopper 40 (FIG. 6).
(See (a)), that is, at least the rigidity of the front side frame 23 is set smaller than the rigidity of the stopper 40. For this reason, after the drive shaft 35 hits the stopper 40, the portion Pa (the front side frame 23) of the vehicle body frame 20 that extends forward from the stopper 40 is plastically deformed and absorbs the collision energy more sufficiently. be able to.

As described above, the center side frame 21, the frame extension 22, and the stopper 40 having high rigidity function as stopper members for suppressing the deformation of the dashboard 12 at the time of an offset collision. And has no role in absorbing collision energy.

On the other hand, the stopper 4 of the body frame 20
By setting the rigidity of the portion Pa and the front side frame 23 extending forward from 0 to be small, the portion Pa serves to absorb the collision energy at the time of a frontal collision of the body frame 20 and serves as a stopper member. Has no role. Further, the portion Pa and the front side frame 23 extending forward have a role of absorbing collision energy at the time of an offset collision.
It is easy to enhance the performance of absorbing the collision energy, and the weight of the body frame 20 can be reduced by reducing the plate thickness in order to reduce the rigidity.

Next, a modified example of the front portion of the vehicle according to the present invention will be described with reference to FIGS. The same members as those in the embodiment shown in FIGS. 1 to 6 are denoted by the same reference numerals, and description thereof will be omitted.

FIGS. 7A and 7B are modified examples (part 1) of the front portion of the vehicle according to the present invention. (A) shows a first modified example in which the stopper 40 is formed integrally with the frame extension 22. (B) shows a second modified example in which a stopper 40 is integrally formed at the front end of the center side frame 21.

FIGS. 8A to 8C are modified examples (part 2) of the front portion of the vehicle according to the present invention. (A) shows that the drive shaft 35 is eccentric at a height h1 above the upper surface 21a of the center side frame 21 at a rest position, that is, a neutral position in the height direction (hereinafter, referred to as a “neutral position”). Three modified examples will be described.

In the third modification, the front portion of the stopper 40 extends forward and upward toward the drive shaft 35. The concave portion 41 of the stopper 40 extends above the upper surface 21 a of the center side frame 21 in order to reliably receive the drive shaft 35 that has moved rearward. Recess 41
Is greater than at least the radius of the drive shaft 35.

(B) shows the drive shaft 3 in the neutral position.
5 shows a fourth modified example in which the reference numeral 5 is within the range of the height h2 of the center side frame 21. In the fourth modification, the front portion of the stopper 40 extends forward toward the drive shaft 35. The size h2 of the concave portion 41 of the stopper 40 falls within the height range of the center side frame 21. Recess 41
Is greater than at least the radius of the drive shaft 35.

(C) shows the drive shaft 3 in the neutral position.
5 shows a fifth modification in which the eccentric member 5 is eccentric below the lower surface 21b of the center side frame 21 by a height h3.
In the fifth modification, the front portion of the stopper 40 extends forward and downward toward the drive shaft 35. The concave portion 41 of the stopper 40 extends below the lower surface 21b of the center side frame 21 in order to reliably receive the drive shaft 35 that has moved rearward. The depth of the concave portion 41 is at least larger than the radius of the drive shaft 35.

FIGS. 9A and 9B are modified examples (part 3) of the front portion of the vehicle according to the present invention. 3A shows a state in which a stopper 40 is integrally formed at the front end of the center side frame 21, and a buffer member 43 is formed on the concave portion 41 of the stopper 40.
15 shows a sixth modification example in which is attached. (B) shows the operation of the sixth modification.

The buffer member 43 is plastically or elastically deformed toward the concave portion 41 when the drive shaft 35 moved rearward hits, so that the drive shaft 35
It absorbs the impact energy from to some extent.
For this reason, the rigidity of the buffer member 43 is set smaller than the rigidity of the stopper 40.

A more specific structure of the buffer member 43 is, for example, as follows. The buffer member 43 is a box-shaped member that covers the entire concave portion 41 formed at the front end of the stopper 40, and is connected to the stopper 40 by welding such as spot welding or MIG welding, rivets, bolts, or the like.

For the rigidity of the stopper 40, the cushioning member 43
There are, for example, the following three configurations in order to set the rigidity of the small. First, the material of the cushioning member 43 is made the same as that of the stopper 40 made of a square pipe, and the plate thickness is reduced. For example, the thickness of the stopper 40 is 2.0 mm, and the thickness of the cushioning member 43 is 1.0 mm. Secondly, the material of the buffer member 43 is the same as that of the stopper 40 and the tensile strength is reduced.
In this case, the thickness may be the same. For example, the tensile strength of the stopper 40 is set to about 590 MPa, and the tensile strength of the cushioning member 43 is set to about 270 MPa.

Third, the material of the buffer member 43 is changed with respect to the stopper 40. A material having high tensile strength is used for the stopper 40 and the buffer member 4
As 3, a material having a small tensile strength is used. In this case, the thickness may be the same. For example, the material of the stopper 40 is steel, and the material of the cushioning member 43 is non-ferrous metal such as aluminum alloy or non-metal. Alternatively, the material of the stopper 40 is a non-ferrous metal such as an aluminum alloy, and the material of the cushioning member 43 is a non-metal such as a carbon fiber or a resin material.

The operation of the sixth modification will be described. In (a), the drive shaft 35 that has moved backward has the cushioning member 4.
When hitting 3, as shown in (b), the cushioning member 43 is deformed toward the concave portion 41 and absorbs impact energy to some extent. In this case, the cushioning member 43 is
, The shape is deformed in accordance with the shape of the concave portion 41 having a substantially “C” shape in side view. As a result, the drive shaft 35 moves to the depth of the concave portion 41, and stops when the concave portion 41 stably hits the concave portion 41 via the buffer member 43. Thus, the drive shaft 35 can be received by the concave portion 41.

As described above, the shock immediately before the drive shaft 35 is received by the concave portion 41 can be reduced by the buffer member 43. Therefore, the impact received by the stopper 40 at the moment when the drive shaft 35 is received by the concave portion 41 can be relatively small. In addition, the drive shaft 35 that has moved rearward can be reliably and stably received by the concave portion 41. Therefore, also in the sixth modification, the deformation of the dashboard can be suppressed more sufficiently. Further, in the normal state, the concave portion 4
Since 1 is covered with the cushioning member 43, it is possible to prevent mud and snow from adhering to the concave portion 41. Therefore, the running state of the vehicle 10 is stabilized.

FIGS. 10A to 10C are modified views (part 4) of the vehicle front according to the present invention, showing a seventh modified example of the vehicle front. (A) shows that the stopper 4 is
0 is integrally formed, and a right side structure in which a base end 83 of the stopper 40 has high rigidity and a front end portion 84 of the stopper 40 has low rigidity is shown. (B) is a view on arrow b of (a), showing the front end structure of the stopper 40. (C) shows a disassembled structure of the frame extension 22 and the stopper 40.

The specific construction of the stopper portion is as follows. A frame extension 22 having a substantially U-shaped cross section is extended forward, and a stopper constituent member 81 having a substantially U-shaped cross section is fitted into the frame extension 22 for welding. And the like. Such a combined structure of the frame extension portion 22 and the stopper constituent member 81 forms the stopper 40. Reference numeral 82 denotes a flat plate that closes a front upper opening of the frame extension 22. The frame extension 22 and the stopper component 81 may be made of the same material. The stopper constituent member 81 has a concave portion 41 having the same shape as the stopper 40 shown in FIGS.

Incidentally, the front end of the frame extension portion 22 is characterized in that it extends forward from the front end of the stopper component 81 by a length L2. Therefore, the stopper 40 includes a base end 83 where the frame extension 22 and the stopper component 81 are overlapped, and the stopper component 8 of the frame extension 22.
The front end 84 extends forward from the front end 84. Since the base end 83 has an overlapping structure, it has high rigidity. Further, the front end portion 84 has a low rigidity because it has only the frame extension portion 22. In other words, the front end 84 can be said to be a cushioning member. Therefore, in the seventh modification, the stopper 4
This is a structure in which a buffer member 84 (the front end portion 84 of the stopper 40) is attached to the 0 concave portion 41.

Next, the operation of the seventh modification will be described with reference to FIG. FIGS. 11A to 11D are operation views of a seventh modification of the vehicle front portion according to the present invention. (A) shows that the drive shaft 35 moved backward. (B) shows that the drive shaft 35 that has moved backward has hit the front end (buffer) 84 of the stopper 40.

(C) shows a process in which the front end portion 84 is pushed by the drive shaft 35 and is deformed toward the concave portion 41 to absorb impact energy. The front end portion 84 is deformed in accordance with the shape of the concave portion 41 having a substantially “U” shape in side view by being pushed by the drive shaft 35. (D), the front end portion 84 is further pushed by the drive shaft 35 and the concave portion 4 is formed.
Deforms to one side, indicating that it absorbs impact energy to some extent. As a result, the drive shaft 35 is
And stops when the concave portion 41 is stably hit. With this, the drive shaft 35 is connected to the concave portion 4.
1 can be accepted.

FIGS. 12A to 12C are modified views (part 5) of the vehicle front according to the present invention, and show an eighth modified example of the vehicle front. (A) shows that the stopper 40 is formed integrally with the center side frame 21, and the base end 83 of the stopper 40 is formed.
Shows a right side structure in which the front end portion 84 of the stopper 40 has a low rigidity and a high rigidity. (B) is a view on arrow b of (a), showing the front end structure of the stopper 40. (C)
3 shows a disassembled structure of the center side frame 21 and the stopper 40.

The specific configuration of the stopper portion is as follows. A center side frame 21 having a substantially U-shaped cross section is extended forward, and a stopper constituent member 81 having a substantially U-shaped cross section is fitted into the center side frame 21 to perform welding. And the like. The combination structure of the center side frame 21 and the stopper component 81 forms the stopper 40. Reference numeral 82 denotes a flat plate that covers the upper opening of the center side frame 21 and the upper opening of the stopper component 81. The center side frame 21 and the stopper component 81 may be made of the same material. A stopper component 81 has a concave portion 41 having the same shape as the stopper 40 shown in FIGS.
Is formed.

By the way, the front end of the center side frame 21 extends forward by a length L2 from the front end of the stopper constituent member 81. Therefore, the stopper 40
The center side frame 21 includes a base end 83 in which the stopper constituent member 81 is overlapped, and a front end portion 84 of the center side frame 21 extending forward from the stopper constituent member 81. Since the base end 83 has an overlapping structure, it has high rigidity. Further, the front end portion 84 has a low rigidity because it has only the center side frame 21.

In other words, the front end 84 can be said to be a cushioning member. Therefore, the eighth modification has a structure in which the buffer member 84 (the front end portion 84 of the stopper 40) is attached to the concave portion 41 of the stopper 40. The operation of the eighth modification shown in FIG. 12 is the same as the operation of the seventh modification shown in FIG.

In the above embodiment, the concave portion 4
The shape of 1 may be any shape formed at the front end of the stopper 40 so that the drive shaft 35 that has moved rearward can be reliably and stably received. Including U-shape.

[0064]

According to the present invention, the following effects are exhibited by the above configuration. According to the first aspect of the present invention, a stopper is provided on the body frame when the drive shaft moves rearward, and the stopper is provided with a concave portion for receiving the drive shaft. In addition, the concave portion of the stopper can reliably and stably receive. Since the rearward movement of the engine is restricted together with the drive shaft, the engine and the member for attaching the engine to the vehicle body frame hardly affect the dashboard. Therefore, the deformation of the dashboard can be more sufficiently suppressed.

According to the second aspect of the present invention, since the cushioning member is attached to the concave portion, when the drive shaft moved rearward hits the cushioning member, the buffering member can be deformed toward the concave portion to absorb the impact energy to some extent. it can. Thereafter, the drive shaft can be received in the recess. Thus, the impact immediately before the drive shaft is received by the concave portion can be reduced.

[Brief description of the drawings]

FIG. 1 is a perspective view of a vehicle front portion according to the present invention.

FIG. 2 is a perspective view of a main part of a vehicle front part according to the present invention.

FIG. 3 is a right side view of a vehicle front part according to the present invention.

FIG. 4 is a bottom view of the front portion of the vehicle according to the present invention.

FIG. 5 is a schematic view showing the relationship between the drive shaft, the front wheels, and the stopper according to the present invention.

FIG. 6 is an operation diagram of a vehicle front portion according to the present invention.

FIG. 7 is a modification example (part 1) of a vehicle front portion according to the present invention.

FIG. 8 is a modified example (part 2) of the vehicle front portion according to the present invention.

FIG. 9 is a modification example (part 3) of the vehicle front portion according to the present invention.

FIG. 10 is a modification example (part 4) of the vehicle front portion according to the present invention.

FIG. 11 is an operation view of a seventh modification of the vehicle front portion according to the present invention.

FIG. 12 is a modified example (part 5) of the vehicle front portion according to the present invention.

FIG. 13 is a conceptual diagram of a conventional vehicle (part 1).

FIG. 14 is a conceptual diagram of a conventional vehicle (part 2).

[Explanation of symbols]

10 ... vehicle, 11 ... body, 12 ... dashboard, 13
... engine room, 14 ... car room, 20 ... body frame,
21: center side frame, 22: frame extension,
23 ... front side frame, 32 ... engine, 35
... drive shaft, 37 ... front wheel, 40 ... stopper, 4
DESCRIPTION OF SYMBOLS 1 ... concave part, 43 ... cushioning member, 81 ... stopper constituent material,
82: flat plate, 83: base end, 84: front end (buffer member).

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Yuta Urushiyama 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3D003 AA05 BB01 CA09 DA08

Claims (2)

[Claims] 1. A front portion of a vehicle body is divided into a front engine room and a rear vehicle room by a dashboard, and an engine is mounted on a body frame in the engine room, and front wheels are connected to the engine via a drive shaft. A vehicle body structure for a vehicle, wherein a stopper is provided on the body frame when the drive shaft moves rearward, and the stopper is provided with a concave portion for receiving the drive shaft. 2. The vehicle body structure according to claim 1, wherein a buffer member is attached to the concave portion.