JP2005297830A - Vehicle body front part structure - Google Patents

Vehicle body front part structure Download PDF

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JP2005297830A
JP2005297830A JP2004118531A JP2004118531A JP2005297830A JP 2005297830 A JP2005297830 A JP 2005297830A JP 2004118531 A JP2004118531 A JP 2004118531A JP 2004118531 A JP2004118531 A JP 2004118531A JP 2005297830 A JP2005297830 A JP 2005297830A
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subframe
bending
start position
vehicle body
side member
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JP4379186B2 (en
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Kana Natori
奏 名取
Yasuhiro Tosaka
泰浩 登坂
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body front part structure capable of certainly absorbing collision load at collision of a front surface of a vehicle body and preventing a dashboard part of a driver's cabin and a sill from being descended. <P>SOLUTION: A first bending starting position p1 where a bending encouragement means 10 is provided just behind a connection body 9 of an upper surface of a side member 2; a second bending starting position p2 where a bending encouragement means 11 is provided at a border position of a horizontal part 4 of a lower surface of the side member 2 and an inclination part 5; and a third bending starting position p3 where a bending encouragement means 12 is provided at an intermediate position of a distal end and a base of an upper surface of a sub-frame are specified. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、エンジンユニットを搭載収納するフロントコンパートメントの構造に関し、車体の前面衝突時に前方からの衝撃を受け、これを吸収する車体前部構造に関する。   The present invention relates to a structure of a front compartment that mounts and stores an engine unit, and relates to a vehicle body front structure that receives and absorbs an impact from the front when a frontal collision of a vehicle body occurs.

一般に自動車の車体において、エンジン等のエンジンユニット部品を収容するフロントコンパートメントの左右両側に、車体前後方向に延在する一対のサイドメンバが配設され、これらのサイドメンバの下側に、エンジンユニット部品を搭載支持する一対のサブフレームが配設されており、車体の前面衝突時に前方から過大な衝撃を受けた際、前記サイドメンバおよびサブフレームなどにより衝撃を吸収してフロアフレームなどを介して衝撃エネルギの分散を図るようにしている。   In general, in a vehicle body, a pair of side members extending in the longitudinal direction of the vehicle body are disposed on the left and right sides of a front compartment that accommodates an engine unit component such as an engine, and the engine unit components are disposed below these side members. A pair of sub-frames for mounting and supporting are installed, and when an excessive impact is received from the front during a frontal collision of the vehicle body, the impact is absorbed by the side members and the sub-frames and the like through the floor frame. The energy is distributed.

この種の従来技術としては、車体の前面衝突時に前方からの衝突荷重をサイドメンバおよびサブフレームにほぼ同時に掛けることにより、衝突初期段階からサブフレームをサイドメンバと共にエネルギ吸収部材として機能させるようにしたものが挙げられる（例えば、特許文献１参照。）。   In this type of conventional technology, a collision load from the front is applied to the side member and the sub frame almost simultaneously at the time of a frontal collision of the vehicle body, so that the sub frame functions as an energy absorbing member together with the side member from the initial stage of the collision. (For example, refer to Patent Document 1).

図６はこの種の従来の車体前部構造を示す斜視図で、この図６において、フロントコンパートメント１の左右両側に配設され、車体前後方向に延在する一対のサイドメンバ２と、これらのサイドメンバ２の下側にそれぞれ配置され、図示しないエンジンユニット部品を搭載支持する一対のサブフレーム３とを有している。サイドメンバ２は、車体前後方向の前側に位置する水平部４、およびこの水平部４の後端部から後下がりに傾斜する傾斜部５により一体的に形成されており、この傾斜部５の後端部には、サブフレーム３の後端部が接合されると共に、図示しないダッシュパネルの前面からフロア下面に廻り込んで車体前後方向に延在するエクステンションメンバ６も接合されている。   FIG. 6 is a perspective view showing a conventional vehicle body front structure of this type. In FIG. 6, a pair of side members 2 disposed on the left and right sides of the front compartment 1 and extending in the longitudinal direction of the vehicle body are shown. It has a pair of sub-frames 3 which are respectively arranged on the lower side of the side members 2 and mount and support engine unit parts (not shown). The side member 2 is integrally formed by a horizontal portion 4 positioned on the front side in the front-rear direction of the vehicle body and an inclined portion 5 that inclines backward from the rear end portion of the horizontal portion 4. The rear end portion of the subframe 3 is joined to the end portion, and an extension member 6 that extends from the front surface of the dash panel (not shown) to the lower surface of the floor and extends in the longitudinal direction of the vehicle body is also joined.

サイドメンバ２の前端部、すなわち水平部４の前端部には、クロージングプレート7を介して図示しないバンパステイが前方へ突出する状態で設けられると共に、左右のサブフレーム３の前端部間に車幅方向に延在するファーストクロスメンバ８が設けられ、水平部４の前端部およびサブフレーム３の前端部の間は連結体９で連結されている。
特開２００３‐１６００６０号公報（段落番号００２１〜段落番号００３７、図１） The front end of the side member 2, that is, the front end of the horizontal portion 4, is provided with a bumper stay (not shown) protruding forward via a closing plate 7, and between the front end portions of the left and right subframes 3 in the vehicle width direction. A first cross member 8 extending in a horizontal direction is provided, and a front end portion of the horizontal portion 4 and a front end portion of the subframe 3 are connected by a connecting body 9.
JP 2003-160060 (paragraph number 0021 to paragraph number 0037, FIG. 1)

ところで、上記した従来技術にあっては、車体の前面衝突時に前方からの衝突荷重をサイドメンバ２およびサブフレーム３にほぼ同時に掛けることにより、衝突初期段階からサブフレーム３をサイドメンバ２と共に圧潰変形して衝突エネルギを吸収する。サブフレーム３のみが圧潰変形するものと比べて車体の衝撃吸収効率を向上できるが、過大な衝撃力が掛かった場合に瞬間的にサイドメンバ２の後端部近傍より前方の車体の前部が下がると共に後部が上る挙動、いわゆるノーズダイブおよび尻上り現象が生じるという問題があった。その結果、車体の前部が下がると共に運転室前部のダッシュパネルやダッシュ上部が下がるため、これらのダッシュパネルやダッシュ上部がエンジンユニットと干渉するおそれがあり、これらのダッシュパネルやダッシュ上部を補強する必要があった。   By the way, in the above-described prior art, the collision load from the front is applied to the side member 2 and the subframe 3 almost simultaneously at the time of the frontal collision of the vehicle body, so that the subframe 3 is crushed and deformed together with the side member 2 from the initial stage of the collision. To absorb the collision energy. The impact absorption efficiency of the vehicle body can be improved as compared with the case where only the subframe 3 is crushed and deformed. However, when an excessive impact force is applied, the front part of the vehicle body immediately ahead of the vicinity of the rear end of the side member 2 is instantaneously moved. There has been a problem that the rear part rises as it goes down, the so-called nose dive and the rising phenomenon occur. As a result, the front part of the vehicle body is lowered and the dash panel and the upper part of the dash are lowered at the front of the cab. These dash panels and the upper part of the dash may interfere with the engine unit. There was a need to do.

また、上記のように車体の前部が下がることに伴って運転室のフロントピラーやシルも下降するが、前輪タイヤは地面に接しており下降動作が規制されるので、前輪タイヤからの荷重が働く高さ位置がシルの位置より上方にずれるおそれがあり、この状態で前輪タイヤがフロントピラーに干渉するという問題もあった。その結果、前輪タイヤからの荷重がシルの軸方向に掛からないのでフロントピラーに比較的大きな荷重が掛かり、このため、フロントピラーの補強が必要であるがシルより断面が小さいため補強効果が少なかった。   In addition, as the front part of the vehicle body is lowered as described above, the front pillar and sill of the cab are also lowered, but the front wheel tire is in contact with the ground and the lowering operation is restricted, so the load from the front wheel tire is There is a possibility that the working height position may be shifted upward from the position of the sill. In this state, there is also a problem that the front wheel tire interferes with the front pillar. As a result, since the load from the front tire is not applied in the axial direction of the sill, a relatively large load is applied to the front pillar. For this reason, the front pillar needs to be reinforced, but the reinforcing effect is small because the cross section is smaller than the sill. .

本発明は、上記のような従来技術を考慮してなされたもので、その目的は、車体の前面衝突時に衝突荷重を確実に吸収できると共に、運転室のダッシュ部分やシルが下がることを防止できる車体前部構造を提供することにある。   The present invention has been made in consideration of the above-described prior art, and the object thereof is to reliably absorb a collision load at the time of a frontal collision of a vehicle body and to prevent a dash portion or a sill of a cab from being lowered. The object is to provide a front body structure.

上記目的を達成するために請求項１に記載の発明は、フロントコンパートメントの左右両側に配設され、車体前後方向に延在するサイドメンバと、これらのサイドメンバの下側にそれぞれ配置されるサブフレームとを有し、前記サイドメンバを、車体前後方向の前側に位置する水平部、およびこの水平部の後端部から後下がりに傾斜する傾斜部により一体的に形成し、前記サイドメンバの水平部に対して前記サブフレームを略平行に配置すると共に、前記サブフレームの前端部を所定長さの連結体を介して前記水平部の前端部と連結し、前記サブフレームの後端部を前記傾斜部と連結した車体前部構造において、
前記サイドメンバの上面の前記連結体の直後に折曲げ助長手段を設けた第１折曲り開始位置と、前記サイドメンバの下面の前記水平部と前記傾斜部との界位置に折曲げ助長手段を設けた第２折曲り開始位置と、前記サブフレームの上面の先端と根元との中間位置に折曲げ助長手段を設けた第３折曲り開始位置とをそれぞれ特定した構成にした。 In order to achieve the above object, a first aspect of the present invention provides a side member disposed on the left and right sides of the front compartment, extending in the longitudinal direction of the vehicle body, and a sub-member disposed below each of the side members. The side member is integrally formed by a horizontal portion located on the front side in the longitudinal direction of the vehicle body and an inclined portion inclined downward from the rear end portion of the horizontal portion. The subframe is disposed substantially parallel to the portion, the front end portion of the subframe is connected to the front end portion of the horizontal portion via a connecting body having a predetermined length, and the rear end portion of the subframe is In the front structure of the vehicle body connected to the inclined part
Bending assisting means is provided at a first bending start position in which bending facilitating means is provided immediately after the coupling body on the upper surface of the side member, and at a boundary position between the horizontal part and the inclined part on the lower surface of the side member. The second bending start position provided and the third bending start position provided with a bending facilitating means at an intermediate position between the tip and root of the upper surface of the subframe are specified.

このように構成した請求項１に記載の発明では、前面衝突時に前方からの衝突荷重をサイドメンバおよびサブフレームで受ける際、サイドメンバ上面の第１折曲り開始位置で折曲りが開始して上向きの曲げモーメントが生じると共に、サイドメンバ下面の第２折曲り開始位置で折曲りが開始して下向きの曲げモーメントが生じ、その結果、サイドメンバが第１折曲り開始位置および第２折曲り開始位置で上下方向に折曲り変形する。同時に、サブフレーム上面の第３折曲り開始位置で折曲りが開始して上向きの曲げモーメントが生じると共に、サブフレーム後端の連結部でも折曲り、その結果、サブフレームも第３折曲り開始位置および後端の連結部で上下方向に折曲り変形する。すなわち、側方からみて平行四辺形で、全体としてエンジンユニットを囲う平行四辺形状を保持して変形する。これにより、車体の前面衝突時にサイドメンバおよびサブフレームの上下方向への折曲り変形で衝突荷重を上方向と下方向の分力に分散して確実に吸収できると共に、前記サイドメンバおよびサブフレームの折曲り変形により運転室より前方のフレームやメンバが部分的に下がるがタイヤ高さは不変であるので、運転室のダッシュ部分やシルが下がらず所望の力の伝達が図られ、エンジンユニットとの干渉等を防ぐことができる。   In the invention according to claim 1 configured as described above, when a collision load from the front is received by the side member and the subframe at the time of a frontal collision, the folding starts at the first folding start position on the upper surface of the side member and is directed upward. Bending moment is generated, and bending starts at the second bending start position on the lower surface of the side member to generate a downward bending moment. As a result, the side member has the first bending start position and the second bending start position. To bend up and down and deform. At the same time, the bending starts at the third bending start position on the upper surface of the subframe and an upward bending moment is generated, and the subframe also bends at the connecting portion at the rear end of the subframe. As a result, the subframe is also bent at the third bending start position. And it bends and deforms in the up-down direction at the connecting portion at the rear end. That is, it is a parallelogram as viewed from the side, and deforms while maintaining the parallelogram shape surrounding the engine unit as a whole. Thus, when the frontal collision of the vehicle body, the side member and the subframe are bent and deformed in the vertical direction so that the collision load can be distributed and absorbed to the upward and downward component forces, and the side member and the subframe can be reliably absorbed. The frame and members in front of the cab partially lower due to the bending deformation, but the tire height is unchanged, so the dash part and sill of the cab does not lower and the desired force can be transmitted, and the engine unit Interference can be prevented.

また、請求項２に記載の発明は、請求項１に記載の発明において、前記第１折曲り開始位置から第２折曲り開始位置までの寸法と、前記第３折曲り開始位置から前記サブフレームの後端の連結部までの寸法とを同等に設定した構成にした。   According to a second aspect of the present invention, in the first aspect of the present invention, the dimension from the first bend start position to the second bend start position and the third bend start position to the subframe. It was set as the structure which set to the dimension to the connection part of the rear end equally.

このように構成した請求項２に記載の発明では、サイドメンバの水平部に対してサブフレームが略平行に配置されると共に、第１折曲り開始位置から第２折曲り開始位置までの寸法と、第３折曲り開始位置からサブフレームの後端の連結部までの寸法とを等しくしたため、これらの第１折曲り開始位置、第２折曲り開始位置、第３折曲り開始位置およびサブフレーム後端の連結部との４点で平行四辺形が形成される。これによって、前面衝突時に前方からの衝突荷重をサイドメンバおよびサブフレームで受ける際、サイドメンバの水平部に対してサブフレームが略平行な状態を保ったまま、すなわち平行四辺形を保ってサイドメンバおよびサブフレームが折曲がるので、サイドメンバおよびサブフレーム間にエンジンユニット部品の設置スペースを確保することができる。   In the invention according to claim 2 configured as described above, the subframe is disposed substantially parallel to the horizontal portion of the side member, and the dimension from the first folding start position to the second folding start position is Since the dimension from the third bend start position to the connecting portion at the rear end of the subframe is made equal, these first bend start position, second bend start position, third bend start position, and after the subframe A parallelogram is formed at four points with the end connecting portion. As a result, when the front member receives a collision load from the front in the case of a frontal collision, the side member is maintained in a state where the subframe is substantially parallel to the horizontal portion of the side member, that is, the parallelogram is maintained. Since the subframe is bent, an installation space for engine unit parts can be secured between the side member and the subframe.

また、請求項３に記載の発明は、請求項１に記載の発明において、前記第１折曲げ助長手段は、溝形状である構成にした。   The invention according to claim 3 is the invention according to claim 1, wherein the first folding facilitating means has a groove shape.

このように構成した請求項３に記載の発明では、折曲げ助長手段を溝形状としたので、製造容易で、かつ折曲げ容易であり、所望の位置での折曲げ変形を得ることができる。   In the invention according to claim 3 configured as described above, since the folding facilitating means has a groove shape, it is easy to manufacture and bend easily, and a bending deformation at a desired position can be obtained.

また、請求項４に記載の発明は、フロントコンパートメントの左右両側に配設され、車体前後方向に延在するサイドメンバと、これらのサイドメンバの下側にそれぞれ配置されるサブフレームとを有し、前記サイドメンバを、車体前後方向の前側に位置する水平部、およびこの水平部の後端部から後下がりに傾斜する傾斜部により一体的に形成し、前記サイドメンバの水平部に対して前記サブフレームを略平行に配置すると共に、前記サブフレームの前端部を所定長さの連結体を介して前記水平部の前端部と連結し、前記サブフレームの後端部を前記傾斜部と連結した車体前部構造において、
前記サイドメンバの下面の前記連結体との接合位置に第１補強部を設けることにより、前記第１補強部の反対側の前記サイドメンバの上面に前記第４折曲り開始位置を形成し、前記サイドメンバの上面の前記水平部と前記傾斜部との界位置に第２補強部を設けることにより、前記第２補強部の反対側の前記サイドメンバの下面に前記第５折曲り開始位置を形成し、前記サブフレームの下面先端と根元との中間位置に第３補強部を設けることにより、前記第３補強部の反対側の前記サブフレームの上面に前記第６折曲り開始位置を形成するように構成した。 According to a fourth aspect of the present invention, there is provided a side member disposed on the left and right sides of the front compartment and extending in the longitudinal direction of the vehicle body, and a sub-frame disposed below each of the side members. The side member is integrally formed by a horizontal portion located on the front side in the longitudinal direction of the vehicle body and an inclined portion inclined downward from the rear end portion of the horizontal portion, and the side member is formed with respect to the horizontal portion of the side member. The sub-frame is arranged substantially in parallel, the front end of the sub-frame is connected to the front end of the horizontal portion via a connecting body having a predetermined length, and the rear end of the sub-frame is connected to the inclined portion. In the body front structure,
By providing a first reinforcing portion at a position where the lower surface of the side member is joined to the connector, the fourth bending start position is formed on the upper surface of the side member on the opposite side of the first reinforcing portion, The fifth bending start position is formed on the lower surface of the side member opposite to the second reinforcing portion by providing a second reinforcing portion at a boundary position between the horizontal portion and the inclined portion on the upper surface of the side member. The sixth bending start position is formed on the upper surface of the subframe opposite to the third reinforcing portion by providing the third reinforcing portion at an intermediate position between the lower surface tip and the base of the subframe. Configured.

このように構成した請求項４に記載の発明では、サイドメンバ下面の所定位置が第１補強部により補強され、この部分の剛性が比較的大きいので、前方からの衝突荷重を受ける際に前記サイドメンバ下面の所定位置の圧縮応力とこれに対向する上面の圧縮応力との差が生じて上向きの曲げモーメントが生じる結果、第４折曲り開始位置でサイドメンバの上面の折曲りが開始する。同様に、サイドメンバの上面の所定位置が第２補強部により補強されているので、第５折曲り開始位置でサイドメンバの下面の折曲りが開始し、さらにサブフレームの下面の所定位置が第３補強部で補強されているので、第６折曲り開始位置でもサブフレームの上面の折曲りが開始する。これによって、前方からの衝突荷重によりサイドメンバを第４折曲り開始位置および第５折曲り開始位置で上下方向に折曲り変形させることができると共に、サブフレームも第６折曲り開始位置および後端の連結部で上下方向に折曲り変形させることができる。   In the invention according to claim 4 configured as described above, a predetermined position of the lower surface of the side member is reinforced by the first reinforcing portion, and the rigidity of this portion is relatively large. As a result of the difference between the compressive stress at a predetermined position on the lower surface of the member and the compressive stress on the upper surface opposite to the compressive stress, an upward bending moment is generated. Similarly, since the predetermined position on the upper surface of the side member is reinforced by the second reinforcing portion, the lower surface of the side member starts to bend at the fifth bending start position, and the predetermined position on the lower surface of the subframe is Since it is reinforced by the three reinforcing portions, the bending of the upper surface of the subframe also starts at the sixth bending start position. Accordingly, the side member can be bent and deformed in the vertical direction at the fourth bending start position and the fifth bending start position by a collision load from the front, and the subframe also has the sixth bending start position and the rear end. Can be bent and deformed in the vertical direction at the connecting portion.

以上説明したように本発明では、車体の前面衝突時に衝突荷重をサイドメンバおよびサブフレームの上下方向への折曲り変形で上方向と下方向の分力に分散して確実に吸収できると共に、前記サイドメンバおよびサブフレームの折曲り変形により運転室より前方のみが部分的に下がるので、運転室のダッシュ部分やシルが下がることを防止できる。   As described above, in the present invention, the collision load can be reliably absorbed by being distributed to the upward and downward component forces by bending the side member and the subframe in the vertical direction at the time of a frontal collision of the vehicle body. Since only the front part of the cab is partially lowered due to the bending deformation of the side member and the subframe, it is possible to prevent the dash part and the sill of the cab from being lowered.

以下、本発明の車体前部構造の実施形態を図に基づいて説明する。   Hereinafter, an embodiment of a vehicle body front structure according to the present invention will be described with reference to the drawings.

図１は本発明の第１実施形態に係わる車体前部構造を示す図、図２は図１の車体前部構造に設けられる各折曲り溝を拡大して示す斜視図、図３は本実施形態に設けられるサイドメンバおよびサブフレームを模式的に示す図、図４は本実施形態に設けられるサイドメンバおよびサブフレームが折曲り変形した状態を示す図である。なお、図１〜図４において前述した図６に示すものと同等のものには同一符号を付してある。   FIG. 1 is a diagram showing a vehicle body front structure according to the first embodiment of the present invention, FIG. 2 is an enlarged perspective view showing each bending groove provided in the vehicle body front structure of FIG. 1, and FIG. FIG. 4 is a diagram schematically illustrating a side member and a sub frame provided in the embodiment, and FIG. 4 is a diagram illustrating a state in which the side member and the sub frame provided in the present embodiment are bent and deformed. In FIG. 1 to FIG. 4, the same components as those shown in FIG.

図１に示す本実施形態の車体前部構造は、前述した図６に示すものと比べて、サイドメンバ２の水平部４に対してサブフレーム３を略平行に配置し、第１折曲り開始位置ｐ１でサイドメンバ２の上面に折曲げ助長手段である第１折曲り溝１０を形成し、第２折曲り開始位置ｐ２でサイドメンバ２の下面に折曲げ助長手段である第２折曲り溝１１を形成し、第３折曲り開始位置Ｐ３でサブフレーム３の上面に折曲げ助長手段である第３折曲り溝１２を形成したことが異なっており、その他の構成は基本的に同様である。   The vehicle body front part structure of the present embodiment shown in FIG. 1 has the subframe 3 arranged substantially parallel to the horizontal part 4 of the side member 2 as compared with the structure shown in FIG. A first bent groove 10 that is a folding facilitating means is formed on the upper surface of the side member 2 at a position p1, and a second bent groove that is a folding facilitating means is formed on the lower surface of the side member 2 at a second bending start position p2. 11 is formed, and the third bending groove 12 which is a bending facilitating means is formed on the upper surface of the subframe 3 at the third bending start position P3, and the other configurations are basically the same. .

図2の（ａ）に示すように第１折曲り溝１０は、車体幅方向に延在する、断面半円、Ｕ字、Ｖ字等凹状の成型ビードからなり、サイドメンバ２の上面の第１折曲り開始位置ｐ１を構成し、図2の（ｂ）に示すように第２折曲り溝１１は、車体幅方向に延在する前述のような凹状の成型ビードからなり、サイドメンバ２の下面の第２折曲り開始位置ｐ２を構成する。同様に図2の（ｃ）に示すように第３折曲り溝１２は、車体幅方向に延在する前述のような凹状の成型ビードからなり、サブフレーム３の上面の第３折曲り開始位置ｐ３を構成している。   As shown in FIG. 2 (a), the first bent groove 10 is formed of a molded bead having a semicircular cross section, U shape, V shape or the like extending in the vehicle body width direction. A first folding start position p1 is formed, and as shown in FIG. 2 (b), the second folding groove 11 is formed of a concave molded bead as described above extending in the vehicle body width direction. A second bending start position p2 on the lower surface is configured. Similarly, as shown in FIG. 2 (c), the third bending groove 12 is formed of the above-described concave molded bead extending in the vehicle body width direction, and the third bending start position on the upper surface of the subframe 3 is formed. p3 is configured.

また、第１折曲り開始位置ｐ１は、サイドメンバ２の前端部（すなわち水平部４の前端部）の連結体９の直後に配置され、該前端部から比較的少ない所定寸法ｄ１離間している。図3に示すように第２折曲り開始位置ｐ２は、運転室１３のフロントピラー１４の直前の水平部４と傾斜部５との界に配置され、第１折曲り開始位置ｐ１より所定寸法ｄ２後方に離間している。第３折曲り開始位置ｐ３は、サブフレーム３の中間位置で前端部から所定寸法ｄ３離間し、第１折曲り開始位置ｐ１より後方で、かつ第２折曲り開始位置ｐ２より前方に位置している。そして、第１折曲り開始位置ｐ１から第２折曲り開始位置ｐ２までの寸法ｄ２と、第３折曲り開始位置ｐ３からサブフレーム３の後端位置ｐ４までの寸法ｄ４とが同等に設定されている。上記のように寸法ｄ２と寸法ｄ４とが同等であり、しかもサイドメンバ２の水平部４に対してサブフレーム３が略平行に配置されているため、第１折曲り開始位置ｐ１、第２折曲り開始位置ｐ２、第３折曲り開始位置ｐ３およびサブフレーム３後端の連結部１５との4点で平行四辺形が形成されている。   The first bending start position p1 is disposed immediately after the connecting body 9 at the front end portion of the side member 2 (that is, the front end portion of the horizontal portion 4), and is separated from the front end portion by a relatively small predetermined dimension d1. . As shown in FIG. 3, the second bending start position p2 is disposed at the boundary between the horizontal portion 4 and the inclined portion 5 immediately before the front pillar 14 of the cab 13, and has a predetermined dimension d2 from the first bending start position p1. Separated backwards. The third bend start position p3 is spaced from the front end by a predetermined dimension d3 at an intermediate position of the subframe 3, is located behind the first bend start position p1 and ahead of the second bend start position p2. Yes. The dimension d2 from the first bend start position p1 to the second bend start position p2 and the dimension d4 from the third bend start position p3 to the rear end position p4 of the subframe 3 are set to be equal. Yes. As described above, the dimension d2 is equal to the dimension d4, and the subframe 3 is disposed substantially parallel to the horizontal portion 4 of the side member 2, so that the first folding start position p1 and the second folding are performed. A parallelogram is formed at four points including the bending start position p2, the third bending start position p3, and the connecting portion 15 at the rear end of the subframe 3.

この実施形態にあっては、図４の２点鎖線で示す通常状態で車体の前面衝突時に前方からの衝突荷重をサイドメンバ２およびサブフレーム３で受ける際、第１折曲り溝１０でサイドメンバ２の上面の折曲りを開始すると共に、第２折曲り溝１１でサイドメンバ２の下面の折曲りを開始する。同時に、第３折曲り溝１２でサブフレーム３の上面の折曲りを開始すると共に、サブフレーム３の後端の連結部１５でも折曲りを開始する。その結果、図4の実線で示すようにサイドメンバ２が第１折曲り開始位置ｐ１および第２折曲り開始位置ｐ２で上下方向に折曲り変形し、サブフレーム３も第３折曲り開始位置ｐ３および後端位置ｐ４で上下方向に折曲り変形する。このとき、前記折曲り開始位置ｐ１〜ｐ３およびサブフレーム３後端の連結部１５との4点で平行四辺形が形成されているため、サイドメンバ２の水平部４に対してサブフレーム３が略平行な状態に保たれる。   In this embodiment, when a collision load from the front is received by the side member 2 and the subframe 3 in the normal state shown by the two-dot chain line in FIG. 2 starts to bend, and the second bend groove 11 starts to bend the lower surface of the side member 2. At the same time, bending of the upper surface of the subframe 3 is started by the third bending groove 12 and bending is also started by the connecting portion 15 at the rear end of the subframe 3. As a result, as shown by the solid line in FIG. 4, the side member 2 bends up and down at the first bend start position p1 and the second bend start position p2, and the subframe 3 also has the third bend start position p3. And it bends and deforms in the up-down direction at the rear end position p4. At this time, since the parallelogram is formed at the four points of the bending start positions p1 to p3 and the connecting portion 15 at the rear end of the subframe 3, the subframe 3 is located with respect to the horizontal portion 4 of the side member 2. It is kept in a substantially parallel state.

このように構成した本実施形態では、車体の前面衝突時にサイドメンバ２およびサブフレーム３の上下方向への折曲り変形で衝突荷重を上方向と下方向の分力に分散して確実に吸収できると共に、サイドメンバ２およびサブフレーム３の折曲り変形により運転室１３より前方のみ部分的に下がるので、運転室１３の図示しないダッシュ部分やシル１６が下がることを防止できる。当然ながら、タイヤ高さは変わらないので、タイヤとシル１６とは所望の高さで突き当たり、シル１６はタイヤの力を効率的に受ける。   In the present embodiment configured as described above, the collision load can be reliably absorbed by the upward and downward component forces by the bending deformation of the side member 2 and the subframe 3 in the vertical direction at the time of a frontal collision of the vehicle body. At the same time, since the side members 2 and the subframe 3 are bent and deformed, only the front part of the cab 13 is lowered, so that a dash part (not shown) and the sill 16 of the cab 13 can be prevented from being lowered. Of course, since the tire height does not change, the tire and the sill 16 abut each other at a desired height, and the sill 16 efficiently receives the force of the tire.

また、本実施形態では、サイドメンバ２の前端部の直後とフロントピラー１４の直前とでサイドメンバ４を折曲げるようにしたので、これらの折曲り開始位置ｐ１、ｐ２の間隔を比較的大きく設定でき、さらに、サイドメンバ２の水平部４に対してサブフレーム３が略平行な状態を保ったままサイドメンバ２およびサブフレーム３が上下方向へ折曲がるので、サイドメンバ２の折曲り開始位置ｐ１、ｐ２間およびサブフレーム３間の折曲り開始位置ｐ３，ｐ４間に図示しないエンジンユニット部品を収納するスペースを確保することができる。   In this embodiment, since the side member 4 is bent immediately after the front end portion of the side member 2 and immediately before the front pillar 14, the interval between the bending start positions p1 and p2 is set to be relatively large. Further, since the side member 2 and the sub frame 3 bend in the vertical direction while the sub frame 3 is kept substantially parallel to the horizontal portion 4 of the side member 2, the folding start position p1 of the side member 2 is possible. , P2 and between the bending start positions p3 and p4 between the subframes 3, a space for storing engine unit parts (not shown) can be secured.

なお、上記実施形態にあっては、略直線状に形成したサブフレーム３を図示したが、折曲り開始位置ｐ１〜ｐ３およびサブフレーム３後端の連結部１５の４点で平行四辺形が形成されるならば、その他の形状、例えば曲線状のものであってもよい。   In addition, in the said embodiment, although the sub-frame 3 formed in the substantially linear shape was illustrated, a parallelogram is formed by four points of the bending start positions p1-p3 and the connection part 15 of the sub-frame 3 rear end. If so, other shapes, such as a curved shape, may be used.

図５は本発明の第２実施形態に係わる車体前部構造のサイドメンバおよびサブフレームを模式的に示す図である。なお、図５において前述した図１〜図４および図６に示すものと同等のものには同一符号を付してある。   FIG. 5 is a view schematically showing a side member and a subframe of the vehicle body front structure according to the second embodiment of the present invention. In FIG. 5, the same components as those shown in FIGS. 1 to 4 and FIG.

図５に示す本実施形態の車体前部構造は、前述した図１〜図４に示すものと比べて、折曲げ助長手段である第１折曲り溝１０〜第３折曲り溝１２を形成する代わりに、それぞれの反対面側に補強をし、補強をしない反対側を折曲げさせるものである。すなわちサイドメンバ２の連結体９との接合位置に第１補強部１７を設け、サイドメンバ２の下面の水平部４と傾斜部５との界位置の反対側に第２補強部１８を設け、サブフレーム３の下面の先端と根元の中間位置に第３補強部１９を設けたことが異なっており、その他の構成は基本的に同様である。   The vehicle body front part structure of the present embodiment shown in FIG. 5 forms the first bending groove 10 to the third bending groove 12 which are bending facilitating means as compared with the structure shown in FIGS. Instead, reinforcement is performed on the opposite side of each side, and the opposite side without reinforcement is bent. That is, the first reinforcing portion 17 is provided at the joining position of the side member 2 with the connecting body 9, and the second reinforcing portion 18 is provided on the opposite side of the boundary position between the horizontal portion 4 and the inclined portion 5 on the lower surface of the side member 2, The difference is that the third reinforcing portion 19 is provided at an intermediate position between the tip of the lower surface of the subframe 3 and the base, and other configurations are basically the same.

この実施形態の車体前部構造にあっては、サイドメンバ２下面の所定位置が第１補強部１７により補強され、この部分の剛性が比較的大きいので、前方からの衝突荷重を受ける際にサイドメンバ２下面の所定位置の圧縮応力とこれに対向する上面の圧縮応力との差が生じて上向きの曲げモーメントが生じる結果、第４折曲り開始位置ｐ５でサイドメンバ２の上面の折曲りが開始する。同様に、サイドメンバ２の上面の所定位置が第２補強部１８により補強されているので、第５折曲り開始位置ｐ６でサイドメンバ２の下面の折曲りが開始し、さらにサブフレーム３の下面の所定位置が第３補強部１９で補強されているので、第６折曲り開始位置ｐ７でもサブフレーム３の上面の折曲りが開始する。その結果、前方からの衝突荷重によりサイドメンバ２が第４折曲り開始位置ｐ５および第５折曲り開始位置ｐ６で上下方向に折曲り変形すると共に、サブフレーム３も第６折曲り開始位置ｐ７および後端の連結部１５で上下方向に折曲り変形する。   In the vehicle body front structure of this embodiment, a predetermined position on the lower surface of the side member 2 is reinforced by the first reinforcing portion 17, and the rigidity of this portion is relatively large, so when receiving a collision load from the front, As a result of the difference between the compressive stress at a predetermined position on the lower surface of the member 2 and the compressive stress on the upper surface facing the member, an upward bending moment is generated. As a result, the upper surface of the side member 2 starts to be bent at the fourth bending start position p5. To do. Similarly, since the predetermined position on the upper surface of the side member 2 is reinforced by the second reinforcing portion 18, the lower surface of the side member 2 starts to be bent at the fifth bending start position p6, and the lower surface of the subframe 3 is further increased. Since the predetermined position is reinforced by the third reinforcing portion 19, the bending of the upper surface of the subframe 3 also starts at the sixth bending start position p7. As a result, the side member 2 bends and deforms in the vertical direction at the fourth bending start position p5 and the fifth bending start position p6 due to the collision load from the front, and the subframe 3 also has the sixth bending start position p7 and It is bent and deformed in the vertical direction at the connecting portion 15 at the rear end.

第３補強部１９は、サイドメンバ２の下面に密着するように該下面の下側に設けてもよく、また、サイドメンバ２の下面の側部や下面の内側（上側）に設けることもできる。第２補強部１８はサイドメンバ２の上面に設けられ、第１補強部１７は 、連結部９の上端を上方へ延ばしてサブフレーム４の下面の側部に密着させることにより一体的に形成されている。しかしながら、連結部９の上端側部およびサブフレーム３の下面の側部に密着するパッチ板によりサブフレーム３の下面を補強することもできる。あるいはサブフレーム３の下面に密着するように該下面の下側に設けたり、下面の側部や下面の内側（上側）に設けてもよい。ここでの補強は、パッチを溶接で当てたり、Ｌ型、Ｕ型のレインフォース等を溶接で当ててもよい。   The third reinforcing portion 19 may be provided on the lower side of the lower surface so as to be in close contact with the lower surface of the side member 2, or may be provided on the side of the lower surface of the side member 2 or on the inner side (upper side) of the lower surface. . The second reinforcing portion 18 is provided on the upper surface of the side member 2, and the first reinforcing portion 17 is integrally formed by extending the upper end of the coupling portion 9 upward and closely contacting the side portion of the lower surface of the subframe 4. ing. However, the lower surface of the subframe 3 can be reinforced by a patch plate that is in close contact with the upper end side of the connecting portion 9 and the side of the lower surface of the subframe 3. Or you may provide in the lower side of this lower surface so that it may closely_contact | adhere to the lower surface of the sub-frame 3, or you may provide in the side part of a lower surface, and the inner side (upper side) of a lower surface. The reinforcement here may apply a patch by welding, or may apply an L-shaped, U-shaped reinforcement or the like by welding.

また、第４折曲り開始位置ｐ５は、サイドメンバ２の前端部（すなわち水平部４の前端部）の近傍に配置され、該前端部から比較的小さな寸法ｄ５だけ離間している。第５折曲り開始位置ｐ６は運転室１３のフロントピラー１４の直前に配置され、第４折曲り開始位置ｐ５より寸法ｄ６後方に離間している。第６折曲り開始位置ｐ７は、サブフレーム３の前端部のから寸法ｄ７離間し、第４曲り開始位置ｐ５より後方で、かつ第５折曲り開始位置ｐ６より前方に位置している。そして、第４折曲り開始位置ｐ５から第５折曲り開始位置ｐ６までの寸法ｄ６と、第６折曲り開始位置ｐ７からサブフレーム３の後端位置ｐ８までの寸法ｄ８とが等しく設定されている。   The fourth bending start position p5 is disposed in the vicinity of the front end portion of the side member 2 (that is, the front end portion of the horizontal portion 4), and is separated from the front end portion by a relatively small dimension d5. The fifth bending start position p6 is disposed immediately before the front pillar 14 of the cab 13 and is separated from the fourth bending start position p5 by a dimension d6 rearward. The sixth bending start position p7 is separated from the front end portion of the subframe 3 by the dimension d7, and is located behind the fourth bending start position p5 and ahead of the fifth bending start position p6. The dimension d6 from the fourth bending start position p5 to the fifth bending start position p6 and the dimension d8 from the sixth bending start position p7 to the rear end position p8 of the subframe 3 are set to be equal. .

このように構成した本実施形態でも、前述した図１、図２に示すものと同様の効果が得られる。   Even in the present embodiment configured as described above, the same effects as those shown in FIGS. 1 and 2 can be obtained.

なお、上記実施形態にあっては、第１補強部１７および第２補強部１８をサイドメンバ２に設け、第３補強部１９をサブフレーム３に設けたので、これらのサイドメンバ２およびサブフレーム３の強度が全体的にみて一般部が相対的に弱くなっており、前方からの衝突荷重を受けた際にサイドメンバ２およびサブフレーム３が円滑に上下方向へ折曲り所望の変形が可能である。   In the above embodiment, since the first reinforcing portion 17 and the second reinforcing portion 18 are provided on the side member 2 and the third reinforcing portion 19 is provided on the subframe 3, the side member 2 and the subframe are provided. 3, the general part is relatively weak as a whole, and when receiving a collision load from the front, the side member 2 and the subframe 3 can be smoothly bent in the vertical direction to achieve desired deformation. is there.

本発明の第１実施形態に係わる車体前部構造を示す斜視図である。It is a perspective view which shows the vehicle body front part structure concerning 1st Embodiment of this invention. 図１の車体前部構造に設けられる各折曲り溝を拡大して示す斜視図である。It is a perspective view which expands and shows each bending groove | channel provided in the vehicle body front part structure of FIG. 本実施形態に設けられるサイドメンバおよびサブフレームを模式的に示す図である。It is a figure which shows typically the side member and sub-frame provided in this embodiment. 本実施形態に設けられるサイドメンバおよびサブフレームが折曲り変形した状態を示す図である。It is a figure which shows the state which the side member provided in this embodiment and the sub-frame bent and deform | transformed. 本発明の第２実施形態に係わる車体前部構造のサイドメンバおよびサブフレームを模式的に示す図である。It is a figure which shows typically the side member and sub-frame of the vehicle body front part structure concerning 2nd Embodiment of this invention. 従来の車体前部構造を示す斜視図である。It is a perspective view which shows the conventional vehicle body front part structure.

符号の説明Explanation of symbols

１ フロントコンパートメント
２ サイドメンバ
３ サブフレーム
４ 水平部
５ 傾斜部
９ 連結体
１０ 第１折曲り溝（折曲り助長手段）
１１ 第２折曲り溝（折曲り助長手段）
１２ 第３折曲り溝（折曲り助長手段）
１３ 運転室
１５ 連結部
１７ 第１補強部
１８ 第２補強部
１９ 第３補強部
ｐ１ 第１折曲り開始位置
ｐ２ 第２折曲り開始位置
ｐ３ 第３折曲り開始位置
ｐ４ 後端位置
ｐ５ 第４折曲り開始位置
ｐ６ 第５折曲り開始位置
ｐ７ 第６折曲り開始位置
ｐ８ 後端位置 DESCRIPTION OF SYMBOLS 1 Front compartment 2 Side member 3 Sub frame 4 Horizontal part 5 Inclined part 9 Connection body 10 1st bending groove (folding promotion means)
11 Second bend groove (bending aid)
12 3rd bending groove (bending aid)
13 cab 15 connecting part 17 first reinforcing part 18 second reinforcing part 19 third reinforcing part p1 first bending start position p2 second bending start position p3 third bending start position p4 rear end position p5 fourth fold Bending start position p6 5th folding start position p7 6th folding start position p8 Rear end position

Claims (4)

フロントコンパートメントの左右両側に配設され、車体前後方向に延在するサイドメンバと、これらのサイドメンバの下側にそれぞれ配置されるサブフレームとを有し、前記サイドメンバを、車体前後方向の前側に位置する水平部、およびこの水平部の後端部から後下がりに傾斜する傾斜部により一体的に形成し、前記サイドメンバの水平部に対して前記サブフレームを略平行に配置すると共に、前記サブフレームの前端部を所定長さの連結体を介して前記水平部の前端部と連結し、前記サブフレームの後端部を前記傾斜部と連結した車体前部構造において、
前記サイドメンバの上面の前記連結体の直後に折曲げ助長手段を設けた第１折曲り開始位置と、前記サイドメンバの下面の前記水平部と前記傾斜部との界位置に折曲げ助長手段を設けた第２折曲り開始位置と、前記サブフレームの上面の、先端と根元との中間位置に折曲げ助長手段を設けた第３折曲り開始位置とをそれぞれ特定したことを特徴とする車体前部構造。 It has side members arranged on the left and right sides of the front compartment and extending in the longitudinal direction of the vehicle body, and sub-frames arranged on the lower sides of these side members, and the side members are connected to the front side in the longitudinal direction of the vehicle body. And a horizontal portion positioned at the rear portion of the horizontal portion, and an inclined portion inclined downwardly from the rear end portion of the horizontal portion, and the subframe is disposed substantially parallel to the horizontal portion of the side member, and In the vehicle body front structure in which the front end portion of the subframe is connected to the front end portion of the horizontal portion via a connecting body having a predetermined length, and the rear end portion of the subframe is connected to the inclined portion.
Bending assisting means is provided at a first bending start position in which bending facilitating means is provided immediately after the coupling body on the upper surface of the side member, and at a boundary position between the horizontal part and the inclined part on the lower surface of the side member. A vehicle body front characterized by specifying a second bending start position provided and a third bending start position provided with a bending promoting means at an intermediate position between the tip and the base of the upper surface of the subframe. Part structure. 前記第１折曲り開始位置から第２折曲り開始位置までの寸法と、前記第３折曲り開始位置から前記サブフレームの後端の連結部までの寸法とを同等に設定したことを特徴とする請求項1に記載の車体前部構造。   The dimension from the first bend start position to the second bend start position and the dimension from the third bend start position to the connecting portion at the rear end of the subframe are set to be equal. The vehicle body front part structure according to claim 1. 前記第１折曲り助長手段は、溝形状であることを特徴とする請求項２に記載の車体前部構造。   The vehicle body front part structure according to claim 2, wherein the first bending assisting means has a groove shape. フロントコンパートメントの左右両側に配設され、車体前後方向に延在するサイドメンバと、これらのサイドメンバの下側にそれぞれ配置されるサブフレームとを有し、前記サイドメンバを、車体前後方向の前側に位置する水平部、およびこの水平部の後端部から後下がりに傾斜する傾斜部により一体的に形成し、前記サイドメンバの水平部に対して前記サブフレームを略平行に配置すると共に、前記サブフレームの前端部を所定長さの連結体を介して前記水平部の前端部と連結し、前記サブフレームの後端部を前記傾斜部と連結した車体前部構造において、
前記サイドメンバの下面の前記連結体との接合位置に第１補強部を設けることにより、前記第１補強部の反対側の前記サイドメンバの上面に前記第４折曲り開始位置を形成し、前記サイドメンバの上面の前記水平部と前記傾斜部との界位置に第２補強部を設けることにより、前記第２補強部の反対側の前記サイドメンバの下面に前記第５折曲り開始位置を形成し、前記サブフレームの下面先端と根元との中間位置に第３補強部を設けることにより、前記第３補強部の反対側の前記サブフレームの上面に前記第６折曲り開始位置を形成するようにしたことを特徴とする車体前部構造。 It has side members arranged on the left and right sides of the front compartment and extending in the longitudinal direction of the vehicle body, and sub-frames arranged on the lower sides of these side members, and the side members are connected to the front side in the longitudinal direction of the vehicle body. And a horizontal portion located at the rear portion of the horizontal portion, and an inclined portion inclined downward from the rear end portion of the horizontal portion, and the subframe is disposed substantially parallel to the horizontal portion of the side member, and In the vehicle body front structure in which the front end portion of the subframe is connected to the front end portion of the horizontal portion via a connecting body having a predetermined length, and the rear end portion of the subframe is connected to the inclined portion.
By providing a first reinforcing portion at a position where the lower surface of the side member is joined to the connector, the fourth bending start position is formed on the upper surface of the side member on the opposite side of the first reinforcing portion, By providing a second reinforcing portion at a boundary position between the horizontal portion and the inclined portion on the upper surface of the side member, the fifth bending start position is formed on the lower surface of the side member opposite to the second reinforcing portion. The sixth bending start position is formed on the upper surface of the subframe opposite to the third reinforcing portion by providing the third reinforcing portion at an intermediate position between the tip and the bottom of the lower surface of the subframe. A vehicle body front structure characterized by the fact that
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JP2010221991A (en) * 2009-02-26 2010-10-07 Toyota Motor Corp Front structure of vehicle
JP2011207241A (en) * 2010-03-26 2011-10-20 Toyota Motor Corp Vehicle body front part structure
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JP2010089731A (en) * 2008-10-10 2010-04-22 Toyota Motor Corp Vehicular suspension member structure
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JP2017170998A (en) * 2016-03-22 2017-09-28 株式会社Ｓｕｂａｒｕ Shock cushioning mechanism for vehicle
JP2018095011A (en) * 2016-12-09 2018-06-21 株式会社豊田中央研究所 Body structure
CN109927782A (en) * 2019-03-12 2019-06-25 达奥（芜湖）汽车制品有限公司 A kind of subframe vehicle body mounting bracket
CN109927782B (en) * 2019-03-12 2024-02-09 达奥（芜湖）汽车制品有限公司 Auxiliary frame automobile body installing support
CN114013514A (en) * 2021-10-26 2022-02-08 东风越野车有限公司 Front cabin longitudinal beam structure of off-road vehicle body
CN114013514B (en) * 2021-10-26 2022-08-23 东风越野车有限公司 Front engine room longitudinal beam structure of off-road vehicle body

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