JP2005178543A - Vehicular front wheel supporting part structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular front wheel supporting part structure capable of suppressing deformation of a tire wheel in a heat-on collision of a vehicle irrespective of the type of the tire wheel, effectively transmitting the collision load to a rear side of the vehicle and suppressing deformation of a cabin. <P>SOLUTION: A receiving part 35a extending to be brought close to an inner circumferential surface 15a of a tire wheel 15 is provided on a rear side of a steering knuckle 21 facing a front end part 17a of a vehicle of a side sill 17, and a receiving part 39 which is brought into contact with an inner circumferential surface 15a of the tire wheel 15 in a head-on collision of the vehicle and suppresses deformation of the tire wheel 15 is provided on a rear end of the receiving member 35a. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a front wheel support structure for a vehicle.

  Conventionally, various structures have been proposed for securing a living space for passengers in a passenger compartment at the time of a frontal collision (frontal collision and offset collision) of a vehicle. For example, while increasing the strength and rigidity of the pillars and side sills that form the vehicle compartment, the front side frame that forms the engine room in front of the vehicle and the crush tube that is disposed in front of the front side frame are It is known that it is effective to have a structure that is easily crushed to a predetermined length in the longitudinal direction of the vehicle so as to absorb the load input by the collision.

  However, if the input load from the front due to a frontal collision is large, it is not always possible to absorb the shock completely by crushing the predetermined length of the engine room. It is important how to transmit the load that could not be absorbed to the vehicle rear side while securing the length in the direction.

  For example, the following Patent Document 1 discloses a structure that regulates the steering of the front wheel at the time of a frontal collision and transmits the load from the front wheel to the side sill. Specifically, as shown in FIG. 5, when the power unit moves backward during a frontal collision with a collision object, the engagement pin receives this moving load on one end side of the substantially L-shaped frame, and the frame is placed on the side frame. It rotates horizontally around the intermediate support point and projects the other end side to the front wheel side, and the other end side portion restricts the movement of the front wheel in the toe-out direction to maintain a substantially straight traveling state.

  However, as in Patent Document 1, if the strength and rigidity of the wheel itself are small even when the front wheel is maintained in a substantially straight state, the wheel is easily deformed and the load is transmitted from the front wheel to the side sill. May not be sufficient.

  This is the case, for example, when the user changes the wheel according to his / her favorite design. That is, for example, wheel materials preferred by users include light alloys such as aluminum alloys and magnesium alloys, fiber-reinforced synthetic resins (so-called FRP), and the design includes the number of spokes and their shapes. The actual situation is that a wide variety of wheels are commercially available.

  Therefore, regardless of the type of tire wheel, the structure of the front part of the vehicle can suppress the deformation of the tire wheel at the time of frontal collision of the vehicle, effectively transmit the collision load to the rear side of the vehicle, and can suppress the deformation of the passenger compartment. desired.

JP 2002-356178 A

  As described above, the present invention suppresses deformation of the tire wheel at the time of frontal collision of the vehicle, effectively transmits the collision load to the rear side of the vehicle, and suppresses deformation of the passenger compartment, regardless of the type of tire wheel. Let it be an issue.

  The first structure of the vehicle front wheel support structure according to the present invention includes a tire wheel disposed in front of a side sill disposed in the vehicle longitudinal direction on both sides in the vehicle width direction of the passenger compartment and supported by a steering knuckle. In the vehicle front wheel support structure, the rear side of the steering knuckle facing the vehicle front end portion of the side sill has a receiving portion extending so as to be close to the rear inner peripheral surface of the tire wheel. The rear end is provided with a receiving member that comes into contact with the inner peripheral surface of the tire wheel rear side in the event of a front collision of the vehicle and suppresses deformation of the tire wheel.

  According to the first configuration, the steering knuckle that supports the tire wheel is provided so as to face the vehicle front end portion of the side sill disposed in the vehicle front-rear direction on both sides in the vehicle width direction of the passenger compartment. A receiving portion is provided on the rear side so as to extend close to the rear inner peripheral surface of the tire wheel, and a receiving member is provided at the rear end of the receiving portion. In other words, the steering knuckle has a structure in which a receiving member facing the front end of the side sill is provided at the rear end of the steering wheel with the rear side inner peripheral surface of the tire wheel interposed therebetween. Therefore, at the time of vehicle frontal collision (frontal collision and offset collision), the member disposed in the front part of the vehicle moves backward, and the tire wheel collides with the side sill accordingly, and the rear inner peripheral surface of the tire wheel Since the receiving member provided close to the front of the tire suppresses deformation regardless of the type of the tire wheel, a part of the input load from the front due to the collision can be transmitted to the side sill, and the casing is crushed. As a result, the occupant's living space can be secured.

  In order to effectively demonstrate the above effect, the shape of the receiving member is preferably a shape along the inner peripheral surface of the tire wheel, and further has a predetermined width in the vehicle width direction of the inner peripheral surface of the tire wheel, In addition, if the receiving part has a substantially arc shape when viewed from the side of the vehicle, the receiving area is large even when the tire wheel has a slight angle from the front-rear direction. It is easy to collide, and the effect of suppressing deformation is enhanced and effective.

  However, although it is assumed here that the type of the tire wheel is used, it should be noted that it is premised that a tire that conforms to the strength and quality defined by the industry is used.

  In a second configuration relating to the present invention, the receiving member is provided at a knuckle arm rod mounting portion for attaching a steering rod of the steering knuckle.

  According to the second configuration, the knuckle arm rod mounting portion for attaching the steering rod of the steering knuckle is provided with the receiving member, but the steering knuckle is provided with the knuckle arm, and the vehicle rear end of the knuckle arm Is known to have a knuckle arm rod mounting portion for attaching a steering rod. When the steering is operated by the driver, the steering rod moves in the vehicle width direction in accordance with the operation, and the rear end of the knuckle arm to which the steering rod is attached is pushed or pulled. An angle is set with respect to the vehicle traveling direction. For this purpose, the knuckle arm extends in the front-rear direction with a predetermined length from the vicinity of the axle center, and is a high-strength and high-rigidity structural member. Therefore, when a vehicle front collision occurs, a member disposed in the front part of the vehicle moves backward, and even if the tire wheel collides with the side sill, the high strength and high rigidity knuckle arm is provided. Because the receiving member that faces the side sill across the wheel suppresses deformation regardless of the type of tire wheel, part of the input load from the front due to the collision can be transmitted to the side sill, and the casing can be prevented from being crushed. As a result, the occupant's living space can be secured.

  According to a third configuration of the present invention, a caliper main body for a disc brake supported by a steering knuckle is disposed close to a front inner peripheral surface of a tire wheel facing a receiving member, and a front portion of the caliper main body is disposed. Is a second receiving portion that suppresses deformation of the tire wheel at the time of a vehicle frontal collision.

  According to the third configuration, apart from the receiving member facing the side sill, the caliper body for disc brake is supported by the steering knuckle so as to be close to the front inner peripheral surface of the tire wheel, and the front portion of the caliper body Is a second receiving part that suppresses deformation of the tire wheel at the time of a vehicle front collision, but a caliper body for a disc brake is usually provided with a braking hydraulic member therein, The shape of the second receiving portion is a high-strength, high-rigid mass member, the front portion of the caliper body is brought close to the front inner peripheral surface of the tire wheel, and the deformation of the tire wheel is suppressed at the time of a vehicle front collision. As a result, the tire wheel moves backward due to a frontal collision, and when the receiving member acts to suppress deformation behind the tire wheel, Although the front part which opposes in a wheel tends to deform | transform by the load of a vehicle front member, since the front part of this tire wheel is received so that a deformation | transformation may be suppressed by the 2nd receiving part 4, the deformation | transformation of the whole tire wheel is suppressed. As a result, the input load from the front of the vehicle can be effectively transmitted to the side sill. Therefore, the effect that the collapse of the passenger compartment R is suppressed and the occupant's living space can be secured can be further exhibited.

  As described above, according to the present invention, regardless of the type of the tire wheel, the deformation of the tire wheel at the time of the frontal collision of the vehicle is suppressed, the collision load is effectively transmitted to the vehicle rear side, and the deformation of the vehicle compartment is suppressed. be able to.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.

FIG. 1 is a side view of a vehicle according to the present invention with a panel member removed.
FIG. 2 is a perspective view of a wheel support peripheral portion according to the present invention,
FIG. 3 is a side view showing the interior in the vehicle width direction of the front wheel portion in FIG.
FIG. 4 is a plan view of FIG.

  First, as shown in FIG. 1, bumper reinforcement 3 extending in the vehicle width direction is disposed at the front portion of the vehicle 1, and the bumper reinforcement 3 faces rearward at both ends in the vehicle width direction. A pair of extending crush tubes 5 and 5 are connected, and front side frames 7 and 7 extending rearward of the vehicle are connected to rear ends of the crush tubes 5 and 5. An engine and a transmission 9 are disposed inward in the vehicle width direction between the front side frames 7 and 7.

  A damper member 11 is disposed in the middle of the front side frame 7 in the vehicle longitudinal direction and outward in the vehicle width direction so as to extend in the vertical direction, and the tire 13 and the tire wheel 15 are caused by road surface unevenness during traveling. Even if it moves up and down, the vibration can be attenuated with respect to the vehicle body.

  On the rear side of the tire 13 and the tire wheel 15, a side sill 17 extending in the vehicle front-rear direction is disposed below the passenger compartment R.

  A wheel support WS as shown in FIG. 2 is provided inside the tire wheel 15 in the vehicle width direction, and the tire wheel 15 has a structure supported by the wheel support WS.

  Specifically, the wheel support WS is a rotating disk in which a bolt member 25 that can be inserted into a plurality of bolt insertion holes 15H (see FIG. 1) provided in the tire wheel 15 is erected outward in the vehicle width direction. It comprises a member 23 and a steering knuckle 21 (hereinafter referred to as a knuckle 21). The material of the knuckle 21 is not particularly limited, and any material may be used as long as strength and rigidity to be used as a steering knuckle are secured, such as cast iron, aluminum alloy, or high-strength steel plate.

  The knuckle 21 is supported by a damper support portion 33 that extends upward in the vehicle and supports the lower portion of the damper support bar member 11a, and an outer end portion of a lower arm member 29 that extends downward and extends inward in the vehicle width direction. Lower arm support 31, knuckle arm 35 extending rearward of the vehicle so as to receive a pin member 37 b directed upward from a rod end 37 a of a steering rod 37 (see FIG. 4), and a disc brake caliper main body (hereinafter referred to as FIG. 3). Caliber body support part 41 (refer to FIG. 4) for supporting 45a is provided radially and integrally.

  Although the detailed structure is not shown because it is a well-known structure, the root portion where the damper support portion 33, the lower arm support portion 31, the knuckle arm 35, and the caliber body support portion 41 are integrated together in the vehicle width direction. A cylindrical squeezing hole part is formed, and the back surface part of the rotating disk member 23 is fitted into the inner peripheral surface of the squeezing hole part via a bearing member. Accordingly, the drive shaft member is connected to the back surface portion of the rotating disk member 23, and the rotating disk member 23 rotates as the drive shaft member rotates, and further, the tire wheel 15 connected to the rotating disk member 23 is provided. It has a rotating structure.

  2, the knuckle arm 35 is provided with a knuckle arm rod mounting portion 35b connected to the pin member 37b at the rear portion of the knuckle arm 35, and a receiving portion 39 together with the receiving member 35a at the rear end of the knuckle arm rod mounting portion 35b. Are provided integrally. In FIG. 2, the receiving portion 39 is indicated by an imaginary line, but this is for explaining the arrangement of the pin member 37 b and the steering rod 37 that are assembled to the rear portion of the knuckle arm 35. The receiving member 35a is omitted, but will be described below.

  The structure of the receiving portion 39 will be described with reference to FIG. 3. The rear end of the knuckle arm rod mounting portion 35b provided at the rear of the knuckle arm 35 is a receiving member 35a that expands toward the rear. 39 is connected and supported.

  The receiving portion 39 warps in a bow shape toward the rear of the vehicle in a side view of the vehicle and extends in the vertical direction, and its outer shape has a slightly smaller curvature than the inner peripheral surface 15 a of the tire wheel 15.

  Therefore, a vehicle frontal collision (frontal collision and offset) in which the vehicle front member is crushed by the input load from the front of the vehicle and the tire wheel 15 is retracted together with the tire 13 and collides with the front end portion 17a of the side sill 17 (see FIG. 1). 3), the rear region (the region indicated by the phantom line in FIG. 3) B of the tire wheel 15 is pushed forward by the front end portion 17a of the side sill 17 and tends to be deformed. A receiving portion 39 provided at the rear end portion of the arm 35 is disposed, and the receiving portion 39 is not greatly deformed to suppress the deformation. As a result, a load from the front is effectively applied to the side sill 17. To prevent the passenger compartment R from being crushed.

  As described above, when the vehicle front member is crushed by the input load from the front of the vehicle and the tire wheel 15 is retracted together with the tire 13 and collides with the front end portion 17a of the side sill 17, the input from the front is instantaneously caused by the air pressure of the tire 13 Although the load is supported, when the tire wheel 15 is deformed, air leaks from the deformed portion, and the load transmission effect by the tire 13 itself is reduced.

  On the other hand, a disc brake device 45 is provided behind a front region (region indicated by phantom lines) F of the tire wheel 15. The disc brake device 45 includes a pad portion 47 that is in sliding contact with the tire wheel 15 so as to sandwich the friction surface 43a of the disc brake rotor 43 that rotates about an axle (not shown) from both sides in the vehicle width direction, and the pad portion 47 as a friction surface. A caliper 45 having a built-in cylinder for applying a hydraulic pressure so as to be in sliding contact with 43a. The caliper main body 45a extends in the vehicle front portion so as to be close to the inner peripheral surface 15a of the tire wheel 15, and the outer shape thereof is the tire wheel 15 A second receiving portion 45b having a slightly smaller curvature than the inner peripheral surface 15a is integrally provided.

  Therefore, when the rear portion region B of the tire wheel 15 described above collides with the front end portion 17a of the side sill 17, the receiving portion 39 suppresses the deformation of the rear portion region B. Even if the front member collides with the part area F due to the input load from the front of the vehicle, the second receiving part 45b can suppress the deformation of the front part area F. As a result, the side sill 17 The load is effectively transmitted, and the effect of suppressing the collapse of the passenger compartment R can be further improved.

  Next, a more detailed structure of the receiving part 39 and the second receiving part 45b will be described based on FIG. According to FIG. 4, the rear end of the knuckle arm rod mounting portion 35 b provided on the knuckle arm 35 extending toward the rear of the vehicle is provided with a receiving member 35 a that becomes wider in the vehicle width direction toward the rear. A receiving portion 39 is provided at the rear end of the member 35a in an arcuate shape extending in the vehicle width direction and close to the inner peripheral surface 15a of the tire wheel 15 as shown in FIG.

  In FIG. 4, the inner peripheral surface 15a of the tire wheel 15 is simplified, and depending on the type of the tire wheel, the receiving portion 39 is slightly different in shape, such as a stepped shape in which the inner diameter increases toward the inside of the vehicle. If the shape is a shape that generally follows the inner peripheral surface of the rim portion, which is known as a term of a tire wheel, the deformation at the time of a collision can be suppressed, so that there is no particular limitation. However, it is preferable to have a predetermined width in the vehicle width direction and in the vertical direction. From this point, the shapes shown in FIGS. 3 and 4 are most preferable as the basic shape.

  On the other hand, on the front side of the vehicle, a caliper 45 including a pad portion 47 slidably contacting the friction surface 43a of the disc brake rotor 43 from both sides in the vehicle width direction and a caliper main body 45b is fastened to the caliper main body support portion 41 of the knuckle 21. In addition, an arcuate second receiving portion 45b is provided integrally with the caliper main body 45b at the front portion of the vehicle along the inner peripheral surface 15a of the tire wheel 15.

  The shape of the second receiving portion 45b is not particularly limited like the rear receiving portion 39, but preferably has a predetermined width in the vehicle width direction and the vertical direction. 3 and 4 are most preferable as the basic shape.

  Although the preferred embodiment of the present invention has been described above, according to this, the rear side of the steering knuckle 21 facing the vehicle front end portion 17a of the side sill 17 is close to the inner peripheral surface 15a of the tire wheel 15. And a receiving portion 39 is provided at the rear end of the receiving member 35a so as to contact the inner peripheral surface 15a of the tire wheel 15 and prevent deformation of the tire wheel 15 at the time of a vehicle front collision. As a result, a part of the input load from the front of the vehicle can be effectively transmitted to the side sill 17, and as a result, the collapse of the passenger compartment R can be suppressed and a living space for the occupant can be secured.

  The receiving portion 39 is provided on the knuckle arm 35 to which the steering rod 37 of the steering knuckle 21 is attached. Normally, the knuckle arm 35 is a member that extends substantially in the front-rear direction from the axle in order to fulfill its function, and is difficult to deform because of its high rigidity in the front-rear direction. Therefore, when the receiving member 35a is provided on the rear side of the knuckle arm 35 and the receiving portion 39 is provided at the rear end of the receiving member 35a, the inner peripheral surface 15a of the tire wheel 15 collides with the front end portion 17a of the side sill 17 at the time of collision. However, since the receiving portion 39 receives the tire wheel so as to suppress the deformation of the tire wheel, a part of the input load from the front of the vehicle can be effectively transmitted to the side sill 17, and as a result, the collapse of the passenger compartment R can be suppressed, and the occupant The effect that a living space can be secured can be further promoted.

  Further, a caliper main body 45a for disc brake supported by the steering knuckle 21 is disposed close to the front inner peripheral surface 15a of the tire wheel 15 facing the receiving portion 39, and the front portion of the caliper main body 45a is the vehicle. Since the second receiving portion 45b suppresses the deformation of the tire wheel 15 at the time of a frontal collision, when the receiving portion 39 acts to suppress the deformation of the tire wheel 15, the front portion facing the tire wheel 15 is the front of the vehicle. Although it tries to be deformed by the load of the member, the front portion of this tire wheel is also received by the second receiving portion 45b so that the deformation is suppressed, so that the deformation of the entire tire wheel 15 is suppressed, and as a result, An input load from the front of the vehicle can be effectively transmitted to the side sill 17. Therefore, the collapse of the passenger compartment R is suppressed, and the effect that the occupant's living space can be secured can be further exhibited.

  According to the gist of the present invention, the knuckle arm rod mounting portion 35b is a portion extending so as to be close to the inner peripheral surface on the rear side of the tire wheel, and the receiving portion 39 is provided on the rear side. It can be interpreted as the member 35a, and is not limited to the present embodiment.

The side view in the state where the panel member of the vehicle concerning the present invention was removed The perspective view of the wheel support periphery part which concerns on this invention The side view which shows the vehicle width direction inside of the front wheel part in FIG. Plan view of FIG. Diagram showing conventional technology

Explanation of symbols

15 ... Tire wheel 15a ... Tire wheel inner peripheral surface 17 ... Side sill 17a ... Side sill front end 21 ... Knuckle (steering knuckle)
35 ... Knuckle arm 35a ... Receiving member 35b ... Knuckle arm rod mounting portion 37 ... Steering rod 39 ... Receiving portion 43 ... Disc brake rotor 45a ... Caliper body 45b ...・ Second receiving part

Claims (3)

In the front wheel support structure of a vehicle including a tire wheel that is disposed in front of a side sill disposed in the vehicle longitudinal direction on both sides in the vehicle width direction of the passenger compartment, and is supported by a steering knuckle,
A rear side of the steering knuckle facing the vehicle front end portion of the side sill has a receiving portion extending so as to be close to the rear inner peripheral surface of the tire wheel, and the vehicle is located at the rear end of the receiving portion. A front wheel support portion structure for a vehicle, comprising a receiving member that comes into contact with the inner peripheral surface of the tire wheel rear side at the time of a frontal collision and suppresses deformation of the tire wheel.   The vehicle front wheel support structure according to claim 1, wherein the receiving member is provided at a knuckle arm rod mounting portion for attaching a steering rod of the steering knuckle.   3. A caliper body for a disc brake supported by the steering knuckle is disposed adjacent to a front inner peripheral surface of the tire wheel facing the receiving member according to claim 1, wherein the caliper body A front wheel support portion structure for a vehicle, wherein the front portion of the vehicle is a second receiving portion that suppresses deformation of the tire wheel when a vehicle front collision occurs.

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