JP2002356178A - Car body front structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To convey a load from a front wheel to a side sill by regulating rotation of the front wheel at a frontal impact. SOLUTION: When a power unit 103 is moved backward at the frontal impact, a movement load is received by a load receiving part 201a of a frame 201A, the frame 201A is rotated horizontally around an intermediate supporting point 201c so as to extend a movement regulating part 201b to the side of a front wheel 110a, and movement in the toe-out direction of the front wheel 110a is regulated by the movement regulating part 201B so as to maintain an almost straight driving state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a vehicle body front structure of an automobile.

[0002]

2. Description of the Related Art In a front structure of a vehicle body, for example, as disclosed in Japanese Patent Application Laid-Open No. 6-16154, a load applied to a front wheel when a vehicle collides from the front is applied to a side sill on a floor side. For efficient transmission, crushable frames are arranged from the left and right ends of the front bumper toward the front of the front wheel, and plates are installed before and after the front wheel to reduce the load applied from the front during a frontal collision. There is known one that transmits power to a side sill via a front wheel.

[0003]

In the above conventional structure, it is assumed that the front wheels are in a straight running state at the time of a frontal collision of the vehicle. In an actual collision accident, for example, the driver tries to avoid the collision. It is conceivable that the front wheels may be forcibly steered due to steering or offset collision,
In such a case, it is difficult to efficiently transmit the load from the front wheel to the side sill.

In view of the above, the present invention is directed to a front body of an automobile in which even when the front wheels are steered during a frontal collision of the vehicle, the steering of the front wheels can be restricted and the load can be reliably transmitted from the front wheels to the side sills. It provides a partial structure.

[0005]

According to the first aspect of the present invention, a side member extending in the vehicle longitudinal direction and having a rear end connected to a dash panel is provided on both sides in the vehicle width direction of the front compartment. The power unit is mounted between the side members, and the front wheel mounted on the suspension member connected to the side member is placed outside the vehicle in the vehicle width direction of the side member and substantially on the extension of the front end of the side sill on the floor side. In the vehicle body front structure disposed, the side member has an intermediate support point, a load receiving portion on one side for receiving a retreating moving load of the power unit at the time of a frontal collision of the vehicle, and a load receiving portion on the other side. A movement restricting portion that protrudes toward the front wheel side with the intermediate support point as a fulcrum by acting load, and restricts movement of the front wheel in the toe-out direction; Is characterized in that is disposed a front wheel turning regulating member having a.

According to a second aspect of the present invention, the front wheel steering restricting member according to the first aspect is constituted by a frame having a substantially L-shaped plane formed by a load receiving portion and a movement restricting portion. The power unit is rotatably supported on a side member using a continuous portion of the load receiving portion and the movement restricting portion as an intermediate support point, and the power unit can engage with the power unit when the power unit moves backward. On the other hand, the movement restricting portion is arranged along the axial direction of the side member so that it can project toward the rear portion of the front wheel when the frame rotates substantially horizontally around the intermediate support point. I have.

According to a third aspect of the present invention, the power unit according to the second aspect is provided with an engaging pin protruding, and the load receiving portion of the frame can be engaged with the engaging pin when the power unit moves backward. It is characterized by being arranged in.

According to the invention of claim 4, claims 2 and 3
A reinforcing member is provided across the load receiving portion of the frame and each end of the movement restricting portion.

In the invention of claim 5, claims 2 to 4 are provided.
Wherein the movement restricting portion of the frame described above is fixed to the side member via a clip so as to be detachable with a required rotational load.

According to a sixth aspect of the present invention, the front wheel steering restricting member according to the first aspect is stretched between the left and right side members at the rear side of the power unit, and is provided on the side member. A cable that is hung on a point and fixed at one end to the front end of the side sill. It is characterized in that the stretched area between the points is a movement restricting section.

According to a seventh aspect of the present invention, the cable movement restricting portion according to the sixth aspect is detachable with a required tension along a wall shape extending from the side member to the front end of the side sill via a clip. It is characterized by being fixed.

According to the invention of claim 8, side members extending in the vehicle front-rear direction and having a rear end connected to a dash panel are provided on both sides in the vehicle width direction of the front compartment. And a front wheel mounted on a suspension member connected to the side member, and a front wheel disposed outside the vehicle width direction of the side member and substantially on an extension of a front end of the side sill on the floor side. In the partial structure, a steering rack that is disposed behind the axle of the front wheel on the suspension member and steers left and right front wheels via tie rods extending from both ends is fixed in the vehicle width direction, and The steering rack is movably supported forward, and the steering rack is supported by a plurality of support members extending from the rear of the vehicle body. It is characterized in that the fixedly supported.

According to a ninth aspect of the present invention, one of the support members according to the eighth aspect is gear-engaged at a front end with a steering rack and is supported at a rear end with a steering member installed on a vehicle compartment side. It is characterized by comprising a steering column.

According to a tenth aspect of the present invention,
9. The support member according to claim 9, wherein the support member is constituted by a bracket extending from a vehicle body frame member belonging to the vehicle interior.

According to the eleventh aspect of the present invention, in the tenth aspect,
Wherein the body frame member belonging to the vehicle compartment side is a dash cross member below the dash panel.

[0016]

According to the first aspect of the present invention, when the power unit retreats at the time of a frontal collision of the vehicle and the retreating load of the power unit acts on the load receiving portion of the front wheel turning restricting member, the front wheel rolling is performed. With the intermediate support point of the rudder restricting member serving as a fulcrum, the movement restricting portion projects to the front wheel side to restrict the movement of the front wheel in the toe-out direction.

As a result, the front wheels can be maintained substantially straight ahead regardless of the driver's steering or offset collision, and a load from the front can be transmitted to the side sill via the front wheels, generating a high reaction force. The front wheel can be effectively used as an energy absorber, and the inward bending of the side member due to interference between the front wheel and the side member is prevented,
The side member can be appropriately crushed and deformed in the axial direction to enhance the energy absorbing effect.

According to the invention of claim 2, according to claim 1,
In addition to the effects of the invention, the front wheel turning restricting member is formed of a substantially L-shaped frame, so that the length of each arm between the intermediate support point of the frame, the end of the load receiving portion, and the end of the movement restricting portion is determined. The load input point can be arbitrarily set by adjustment, and appropriate front wheel steering control can be performed. In addition, since the frame is independent of the vehicle body, design and assembly can be easily performed.

According to the invention of claim 3, according to claim 2,
In addition to the effect of the invention, the engagement pin protruding from the power unit is engaged with the load receiving portion of the frame,
The backward moving load of the power unit can be reliably transmitted to the frame.

According to the fourth aspect of the invention, in addition to the effects of the second and third aspects, the rigidity of the frame can be increased by the reinforcing member provided across the load receiving portion and the movement restricting portion. The arm lengths of the load receiving portion and the movement restricting portion can be increased, and the movement restricting force of the front wheel can be increased.

According to the invention set forth in claim 5, according to claim 2,
In addition to the effects of the inventions of (1) to (4), in a normal state, the movement restricting portion is fixed along the axial direction of the side member by the clip, so that there is no play of the frame and the sense of quality and reliability can be improved. .

According to the invention of claim 6, according to claim 1,
In addition to the effect of the invention, the front wheel movement restricting member is constituted by a cable, so that if the power unit is retracted irrespective of the rearward rotational displacement, the front wheel is reliably moved by receiving the load with the cable. be able to.

Further, since the backward moving load of the power unit is transmitted to the cable as tension and serves as a front wheel movement regulating force, the strength design is relatively easy.

According to the seventh aspect of the present invention, the cable movement restricting portion is fixed along the vehicle body wall shape by the clip. The tension can be immediately generated to control the movement of the front wheels, and in a normal state, the cable does not move around the front wheels, and the quality and reliability can be improved.

According to the eighth aspect of the invention, when the power unit moves backward and the suspension member is pushed rearward at the time of a frontal collision of the vehicle, the steering rack can move forward with respect to the suspension member. It is supported and fixedly supported in the front-rear direction by a plurality of support members extending from the rear of the vehicle body. Therefore, even if the suspension member moves backward, the steering rack remains at the initial position, and accordingly, the tie rods As a result, the front wheel is pushed outward to steer the front wheel in the toe-in direction, thereby restricting the movement of the front wheel in the toe-out direction.

As a result, the front wheels are maintained in a substantially straight state,
A load from the front can be transmitted to the side sill via the front wheel, and a high reaction force can be generated so that the front wheel can be effectively used as an energy absorber. Bending deformation can be prevented, and the side member can be appropriately crushed and deformed in the axial direction to enhance the energy absorption effect.

When an offset collision occurs with a small overlap ratio, the retraction of the suspension member on the collision side may increase even if the retraction movement of the power unit is relatively small. The movement of the front wheels in the toe-out direction is restricted by the relative behavior between the steering wheel and the steering rack and the tie rods, and the same effect as described above can be obtained.

Further, since the steering rack can be kept at the initial position, the rearward movement of the steering column and the steering wheel connected to the steering rack can be suppressed.

According to the ninth aspect of the present invention, an eighth aspect is provided.
In addition to the effects of the invention, the steering column is effectively used as one of the support members, so that the cost can be advantageously obtained.

According to the tenth aspect of the present invention, in addition to the effects of the eighth and ninth aspects, the steering rack is supported by the bracket until the retraction of the vehicle body frame member having the bracket extended starts. Since the vehicle stays at the initial position, the steering control of the front wheels can be stably performed regardless of the collision deformation state of the front end of the vehicle.

According to the eleventh aspect, in addition to the effect of the tenth aspect, the length of the bracket can be shortened, so that the rigidity of the bracket can be easily ensured.

[0032]

Embodiments of the present invention will be described below in detail with reference to the drawings.

In FIGS. 1 and 2, a front bumper 101 is installed at the forefront end of the front compartment FC. The front end of the front compartment FC is connected to the front bumper 101 at both sides in the vehicle width direction. A side member 102a extending in the direction of FIG.
102b.

A power unit 103 such as an engine and transmission unit is mounted between the left and right side members 102a and 102b.

The rear ends of the side members 102a, 102b are connected to the front ends of side sills 107a, 107b, which are frame members in the front-rear direction on the floor side, by torque boxes 106a, 106b on the side of the dash panel 105.

A suspension member 108 is arranged below the power unit 103 near the dash panel 105, and both left and right ends of the suspension member 108 are connected and fixed to side members 102a and 102b.

A suspension link 109a swingably supported at both left and right ends of the suspension member 108,
Front wheels 110a and 110b are attached to the front end of the front member 109b.
a, 102b in the vehicle width direction and the side member 1
The steering center of the front wheels 110a, 110b is a connection point of the suspension links 109a, 109b.

Then, the front compartment F
C is provided with a front wheel turning restricting member 201 for restricting turning of the front wheels 110a and 110b at the time of a frontal collision of the vehicle.

In FIG. 1, for convenience, only one of the front wheels 110a for turning control is shown, but the other front wheel 110a is used.
It is also provided on the b side.

The front wheel turning restricting member 201 basically has an intermediate support point 201c on the side member 102a.
One side includes the power unit 1 at the time of a frontal collision of the vehicle.
03 protrudes toward the rear side of the front wheel 110a with the intermediate support point 201c as a fulcrum due to the load acting on the load receiving portion 201a that receives the backward movement load and the load acting on the load receiving portion 201a on the other side. (A rearward movement of the front wheels 110a toward the inside in the vehicle width direction).

In this embodiment, the front wheel turning restricting member 2
01 is composed of a frame 201A formed in a substantially L-shaped plane by a load receiving portion 201a and a movement restricting portion 201b.

The frame 201A is connected to the load receiving portion 2
01a and the movement restricting portion 201b are connected to the intermediate support point 2
01c is rotatably supported substantially horizontally, for example, on the lower surface of the side member 102a.

The load receiving portion 201a is arranged on the side of the power unit 103 so as to be engageable with the power unit 103 when the power unit 103 moves backward.
When the frame 201A rotates substantially horizontally around the intermediate support point 201c, the movement restricting portion 201b
side member 102a so that it can project toward the rear of
Are arranged along the axial direction.

In the present embodiment, the power unit 103 is provided with an engaging pin 103a projecting in the vertical direction so that the load receiving portion 102a can be engaged with the engaging pin 103a when the power unit 103 moves backward. The engaging pin 103a is arranged close to the rear side.

On the other hand, the movement restricting portion 201b is fixed to the side member 102a via a clip 202 so as to be detachable with a required rotational load as described later.

FIG. 3 shows an operation state of the present embodiment at the time of an offset frontal collision. Here, collision object 1
Takes an example of a case where the vehicle has an offset collision with the left side of the vehicle.

When an offset collision occurs, first, the left side of the front bumper 101 at the front end of the vehicle is largely deformed by the collision object 1.

Further, since the power unit 103 retreats largely on the side of the collision, the suspension member 108 behind the power unit 103 retreats with the counterclockwise rotation of FIG. 110a rotates counterclockwise in FIG. 3, that is, moves in the toe-out direction, and the rear surface of the front wheel 110a tends to collide with the torque box 106a as the vehicle body deforms.

However, in this embodiment, when the power unit 103 moves backward as described above, the engaging pin 103a engages with the load receiving portion 201a of the frame 201A, and the load receiving portion 201a 103 is received as a backward moving load.

When the rotation load is input to the load receiving portion 201a, the clip 202 is released, whereby the frame 201A is rotated clockwise in FIG. 3 around the intermediate support point 201c, and the movement restricting portion 201b is rotated. It protrudes to the rear of the front wheel 110a to regulate the movement of the front wheel 110a in the toe-out direction.

Therefore, the front wheel 110a is maintained in a substantially straight running state regardless of the driver's steering, and comes into contact with the front end of the side sill 107a due to the deformation of the vehicle body, and a load from the front is transmitted to the side sill 107a via the front wheel 110a. can do.

As a result, a high reaction force is generated and the front wheel 1
10a can be effectively used as an energy absorber, and the inward bending deformation of the side member 102a due to the interference between the front wheel 110a and the torque box 106a is prevented, so that the side member 102a is appropriately crushed and deformed in the axial direction to save energy. The absorption effect can be enhanced.

According to the present embodiment, the front wheel turning restricting member 201 is composed of the frame 201A having a substantially L-shape in plan view.
1c to the end of the load receiving portion 201a and the movement restricting portion 20
The load input point can be set arbitrarily by adjusting the length of each arm between the end portions 1b, and appropriate front wheel steering control can be performed. In addition, since the frame 201A is independent of the vehicle body, the design and assembly can be performed. Can be easily attached.

The engagement pins 103a protruding from the power unit 103 are connected to the load receiving portions 201 of the frame 201A.
By engaging with a, the backward movement load of the power unit 103 can be reliably transmitted to the frame 201A.

Further, under normal conditions, the movement restricting section 201
Since b is fixed along the axial direction of the side member 102a by the clip 202, there is no play of the frame 201A, and the sense of quality and reliability can be improved.

FIGS. 4 and 5 show a second embodiment of the present invention. In this embodiment, the L-shaped bending angle of the frame 201A in the first embodiment is made acute and the load receiving portion is formed. 201a, the load receiving portion 201a
Of the power unit 103 on the rear surface of the power unit 103.
The power unit 10 is disposed substantially parallel and close to the back of the power unit 10.
3, when the projection 10 is moved backward by the load receiving portion 201a.
3b is directly received.

Further, a reinforcing member 201d is provided across each end of the load receiving portion 201a and the movement restricting portion 201b.

Therefore, according to the second embodiment, the same effects as those of the first embodiment can be obtained, and even if the arm length of the load receiving portion 201a is increased as described above, the reinforcing member 20 is not required.
By keeping the rigidity of the frame 201A high by 1d,
The movement restricting force of the front wheel 110a, that is, the turning restricting force can be increased by increasing the arm length.

FIGS. 6 and 7 show a third embodiment of the present invention. In this embodiment, a cable 201B is used as a front wheel turning restricting member 201. FIG.

The third embodiment exemplifies the steering restriction structure of the left front wheel 110a for convenience, similarly to the first and second embodiments.

The cable 201B is connected to the power unit 103
Left and right side members 102a, 102b through the rear side
It is stretched across.

The cable 201B is connected to one side member 1
One end is fixed to a fixed point 201f set at the front end of the side tool 107a, and the other end is fixed to a fixed point 201f set at the front end of the side tool 102b. The stretched area anchored to the cable guide 201e and located on the rear side of the power unit 103 is defined as a load receiving section 201a, and the cable guide 2
The stretched area between the reference numeral 03 and the fixed point 201f at the front end of the side sill 107a is defined as a movement restricting portion 201b.

The movement restricting portion 201b of the cable 201B
Is connected to the side member 102a by a plurality of clips 202.
From the side sill 10 via the torque box 106a.
Along the wall shape extending over the front end of 7a, it is detachably fixed with a required tension.

The load receiving portion 20 of the cable 201B
1a is a similar clip 202 so that the arrangement on the rear side of the power unit 103 does not shift.
Thus, it is detachably fixed to the suspension member 108.

FIG. 8 shows an operation state at the time of an offset collision according to the third embodiment, and also exemplifies an offset collision on the left side of the vehicle.

The power unit 10 is caused by the offset collision.
When the left side of 3 greatly retreats, the rear surface of the power unit 103 pushes the load receiving portion 201a of the cable 201B, and the load receiving portion 201a is pulled backward.

Due to the tension generated by the load receiving portion 201a, the movement restricting portion 201b is drawn into the power unit 103 via the cable guide 203, and the clip 203 is released by this tension, and the fixing point between the cable guide 203 and the front end of the side sill 107a is fixed. The movement restricting portion 201b contacts the rear portion of the front wheel 110a to restrict the movement of the front wheel 110a in the toe-out direction.

Therefore, even in this embodiment, the front wheel 110
a is maintained substantially in a straight running state irrespective of the driver's steering, contacts the front end of the side sill 107a due to the deformation of the vehicle body, and transmits a load from the front to the side sill 107a via the front wheel 110a to perform the first embodiment. The same effect as in the embodiment can be obtained.

As in the present embodiment, the front wheel turning restricting member 20
1 is constituted by the cable 201B, regardless of the rearward rotational displacement of the power unit 103 at the time of the offset collision, as long as the power unit 103 is retracted, the load is received by the cable 201B and the movement of the front wheel 110a is reliably restricted. Can be made.

The backward moving load of the power unit 103 is transmitted to the cable 201B as tension and is transmitted to the front wheel 11B.
Since the movement restricting force is 0a, the strength design is relatively easy.

Further, in this embodiment, since the movement restricting portion 201b of the cable 201B is fixed along the wall shape of the side member 102a and the torque box 106a by the clip 202, the slack of the cable 201B is eliminated, and the power unit 103 is removed. When the cable 201B moves backward, tension is immediately generated in the cable 201B so that the front wheel 110a
In addition, under normal conditions, the cable 201B does not move in the vicinity of the front wheel 110a and the quality and reliability can be improved.

In the third embodiment, the other end of the cable 201B is anchored to a fixed point 201e set on the other side member 102b. However, as in the fourth embodiment shown in FIG. The other side sill 107b
And a cable guide 203 is provided on the lower surface of the side member 102b, a cable 201B is hung on the cable guide 203, and the other end is fixed at a fixed point 201e.
To the left and right front wheels 11 with one cable 201B.
It is also possible to control the turning of the wheels 0a and 110b.

FIGS. 10 and 11 show a fifth embodiment of the present invention.
The arrangement of the power units 103a, 102b, the power unit 103, the suspension member 108, and the front wheels 110a, 110b is the same as that of the first to fourth embodiments, and thus the duplicated description will be omitted.

A steering rack 104 is installed on the suspension member 108, and tie rods 111a, 1a extending from both ends of the steering rack 104 are provided.
11b is connected to the front wheels 110a and 110b, respectively.

The connection point of the tie rods 111a and 111b is located behind the connection point of the suspension links 109a and 109b which are the steering centers of the front wheels 110a and 110b.

On the upper surface of the suspension member 108, a pair of left and right brackets 108a, 108b is erected.

Each of the brackets 108a and 108b has a substantially semicircular groove which opens in front of the bracket 108a and 108b.
It is fitted so as to fit in the groove b, and is supported so as to be movable forward and away from these grooves.

The steering rack 104 is provided with a pair of left and right large stopper rings 104a, 104b. The stopper rings 104a, 104b are in contact with the inner surfaces of the brackets 108a, 108b, respectively.
The steering rack 104 is fixedly supported in the vehicle width direction.

The steering rack 104 is fixedly supported in the front-rear direction by a plurality of support members extending from the rear of the vehicle body.

In this embodiment, a steering column 112 connected to one side of the steering rack 104 is used as one of the support members.

A front end of the steering column 112 is engaged with the steering rack 104 by gear engagement, and a steering wheel 113 is attached to a rear end of the steering column 112. The steering column 112 is mounted in the vehicle width direction. Is supported by a steering member 114 which is one of the skeleton members.

A bracket 211 as a support member is disposed on the side opposite to the side on which the steering column 112 is disposed.

The rear end of the bracket 211 is fixed to the steering member 114, and the front end supports the position near the stopper ring 104a of the steering rack 104.

A circular hole is provided at the front end of the bracket 211, and the circular hole is fitted to the steering rack 104 and is movable in the circumferential direction.

In the structure for supporting the steering rack 104, the front wheels 110a, 110b
Is turned, the reaction force from the road surface becomes tie rod 111
Although transmitted to the steering rack 104 via a and 111b, since the tie rods 111a and 111b and the steering rack 104 are generally connected by a universal joint, the load transmitted to the steering rack 104 is mostly occupied in the left-right direction.

Therefore, the brackets 108a, 108
Sufficient suspension stiffness can be ensured only by engagement of the b with the stopper rings 104a and 104b in the vehicle width direction.

On the other hand, the steering column 112 and the bracket 211 as the support members extend from the vehicle cabin side and have a long shape, so that the rigidity in the lateral direction is not necessarily high, but the rigidity in the longitudinal direction is not great. Since they are received in the axial direction, high rigidity can be secured.

FIG. 12 shows an operation state at the time of an offset collision according to the fifth embodiment. Here, an example is shown in which the collision object 1 collides with the left side of the vehicle with a small overlap ratio.

In such an offset collision with a small overlap rate, the left front wheel 110a is directly pushed by the collision object 1 even when the power unit 103 moves backward only slightly.

In general, since the suspension link 109a is a very rigid rigid part, when a load is applied from the front wheel 110a, the suspension member 108 connected to the suspension link 109a moves backward with a counterclockwise rotation in FIG. I do.

When the steering rack 104 is completely fixed and supported by the suspension member 108,
The steering rack 104 is also the suspension member 1
08 and turn counterclockwise to tie rod 1
11a is pulled inward, the rear side of the front wheel 110a moves inward in the vehicle width direction (movement in the toe-out direction), and the rear surface of the front wheel 110a tends to collide with the torque box 106a as the vehicle body deforms.

However, in this embodiment, the steering rack 104 is connected to the steering member 1 as described above.
08 is supported so as to be able to move forward, and is fixedly supported in the front-rear direction by the steering column 112 and the bracket 211 as support members extending from the vehicle compartment side. Even if the suspension member 108 moves backward, the steering rack 10
4 stays at the initial position by detaching forward from the grooves of the brackets 108a and 108b, so that the tie rod 111a also stays near the initial position, and eventually pushes the front wheel mounting point outward to steer the front wheel 110a in the toe-in direction. Thus, the movement of the front wheel 110a in the toe-out direction is restricted.

Therefore, the load from the front can be transmitted to the side sill 107a through the front wheel 110a while the front wheel 110a is maintained in a substantially straight state.

As a result, a high reaction force is generated and the front wheel 1
10a can be effectively used as an energy absorber, and the inward bending deformation of the side member 102a due to the interference between the front wheel 110a and the torque box 106a is prevented, so that the side member 102a is appropriately crushed and deformed in the axial direction to save energy. The absorption effect can be enhanced.

Also, as described above, the steering rack 1
04 can be kept at the initial position, so that the rearward movement of the steering column 112 and the rear end steering wheel 113 can be suppressed.

Further, since the steering column 112 is effectively used as one of the support members, it can be obtained advantageously in terms of cost.

In the fifth embodiment, the steering column 112 as one of the support members is effectively used as described above. However, as in the sixth embodiment shown in FIG. Of the steering rack 104 by two brackets 211a and 211b extending from
May be fixedly supported in the front-rear direction.

In the sixth embodiment, the bracket 211
a, 211b each have a rear end, a dash panel 10
5 is connected and fixed to the front surface of a dash cross member 105a, which is a skeletal member in the vehicle width direction provided at the lower part of the vehicle.

Therefore, in the sixth embodiment, the same effect as in the fifth embodiment can be obtained, and the length of the brackets 211a and 211b can be reduced, so that the rigidity of the brackets 211a and 211b can be easily secured. Can be done.

In each of the fifth and sixth embodiments, since the brackets 211, 211a and 211b extend from the body frame members 114 and 105a belonging to the vehicle compartment, the steering rack 104 is mounted on the body rack member. 11
Until the retreat of the bracket 4,105a starts, the bracket 21
1, 211a, 211b and stay at the initial position, so that the front wheels 11
0a can be stably performed.

[Brief description of the drawings]

FIG. 1 is a schematic plan explanatory view showing a first embodiment of the present invention.

FIG. 2 is a perspective view of a front wheel turning restricting member according to the embodiment.

FIG. 3 is a schematic plan view showing an operation state of the embodiment at the time of an offset collision.

FIG. 4 is a schematic plan view showing a second embodiment of the present invention.

FIG. 5 is a perspective view of a front wheel turning restricting member according to the embodiment.

FIG. 6 is a schematic plan view showing a third embodiment of the present invention.

FIG. 7 is an exemplary perspective view showing an arrangement state of a front wheel steering control member according to the embodiment;

FIG. 8 is a schematic plan view showing an operation state of the embodiment at the time of an offset collision.

FIG. 9 is a schematic plan view showing a fourth embodiment of the present invention.

FIG. 10 is a schematic plan view showing a fifth embodiment of the present invention.

FIG. 11 is an exemplary perspective view showing a steering rack supporting state according to the embodiment;

FIG. 12 is a schematic plan view showing an operation state of the embodiment at the time of an offset collision.

FIG. 13 is a schematic plan view showing a sixth embodiment of the present invention.

[Explanation of symbols]

 FC front compartment 102a, 102b side member 103 power unit 104 steering rack 105 dash panel 105a dash cross member (body frame member) 107a, 107b side sill 108 suspension member 110a, 110b front wheel 111a, 111b tie rod 112 steering column (supporting member) 114 Steering member (body frame member) 201 Front wheel turning restricting member 201A Frame 201B Cable 201a Load receiving portion 201b Movement restricting portion 201c Intermediate support point 202 Clip 203 Cable guide (intermediate support point) 211 Bracket (support member)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B62D 25/20 B62D 25/20 F

Claims (11)

[Claims] 1. A vehicle including a front compartment with side members extending in the vehicle longitudinal direction and having a rear end coupled to a dash panel on both sides in a vehicle width direction of the front compartment, and a power unit mounted between the side members. A vehicle body front structure in which a front wheel mounted on a suspension member coupled to a side member is disposed outside of the side member in a vehicle width direction and substantially on an extension of a front end of a side sill on a floor side, A front receiving wheel having an intermediate supporting point, a load receiving portion on one side for receiving the backward moving load of the power unit at the time of a frontal collision of the vehicle, and a load acting on the load receiving portion on the other side, the intermediate supporting point serving as a fulcrum. A front wheel steering restricting member that protrudes to the side and includes a movement restricting portion that restricts movement of the front wheel in the toe-out direction. A body front structure of an automobile. 2. A front wheel steering restricting member comprising a frame formed in a substantially L-shaped plane by a load receiving portion and a movement restricting portion,
The frame is rotatably supported on a side member using a continuous portion of the load receiving portion and the movement restricting portion as an intermediate support point, so that the load receiving portion can engage with the power unit when the power unit moves backward. On the power unit side, the movement restricting portion is disposed along the axial direction of the side member so as to be able to project toward the rear portion of the front wheel when the frame rotates substantially horizontally around the intermediate support point. The vehicle body front structure according to claim 1, wherein: 3. The power unit according to claim 2, wherein an engagement pin protrudes from the power unit, and a load receiving portion of the frame is arranged so as to be able to engage with the engagement pin when the power unit moves backward. Car body front structure. 4. The vehicle body front structure according to claim 2, wherein a reinforcing member is provided between the load receiving portion of the frame and each end of the movement restricting portion. 5. The front body of an automobile according to claim 2, wherein the movement restricting portion of the frame is fixed to the side member via a clip so as to be detachable with a required rotational load. Part structure. 6. A front wheel steering restricting member is stretched across the left and right side members at the rear side of the power unit, and is fixed at one end to a front end of the side sill by hanging on an intermediate support point provided on the side member. It is composed of a cable, and a tension region existing on the rear side of the power unit between the left and right side members of the cable is defined as a load receiving portion, and a tension region between an intermediate support point and a fixed point at a front end of the side sill is defined as a movement restricting portion. The vehicle body front structure according to claim 1, wherein: 7. The automobile according to claim 6, wherein the cable movement restricting portion is fixed via a clip along a wall shape extending from the side member to the front end of the side sill so as to be detachable with a required tension. Body front structure. 8. A vehicle having a side member extending in the vehicle longitudinal direction and having a rear end coupled to a dash panel on both sides in a vehicle width direction of the front compartment, and a power unit mounted between the side members. A vehicle body front structure in which a front wheel mounted on a suspension member coupled to a side member is disposed outside of the side member in a vehicle width direction and substantially on an extension of a front end of a side sill on a floor side. The steering rack, which is located behind the axle of the front wheels and steers left and right front wheels via tie rods extending from both ends, is fixed in the vehicle width direction and movably forward. And that the steering rack is fixedly supported in the front-rear direction by a plurality of support members extending from the rear of the vehicle body. Body front structure for an automobile according to symptoms. 9. One of the support members is constituted by a steering column whose front end is gear-engaged with a steering rack and whose rear end is supported by a steering member installed on the vehicle compartment side. 9. The vehicle body front structure according to claim 8. 10. The vehicle body front structure according to claim 8, wherein the support member is constituted by a bracket extending from a vehicle body frame member belonging to a vehicle compartment side. 11. The vehicle body front structure according to claim 10, wherein the vehicle body frame member belonging to the vehicle compartment side is a dash cross member below the dash panel.