JP2006273310A - Vehicle body mounting structure for on-vehicle unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body mounting structure for an on-vehicle unit realizing efficiency of energy absorption at inputting of front load by increasing crushing stroke of a front side member. <P>SOLUTION: The vehicle body mounting structure for the on-vehicle unit is provided with a pair of left and right front side members 22 having a space at the inside and arranged along in a longitudinal direction of the vehicle body; and a mount bracket 27 fixed to the front side member 22 by a fastening means 28. In the structure, the on-vehicle unit is mounted to the vehicle body by the mount bracket 27. The structure has an inner material 34 welded to the front side member 22 near a bonding part of the mount bracket at the inside of the front side member 22; and a transmission member 44 provided in the front side member 22 and peeling off the welded part of the inner material 34 by transmitting the load input from a front part of the vehicle body to the inner material 34. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body mounting structure for an in-vehicle unit disposed on a pair of front side members at a front portion of a vehicle body.

  In general, in a vehicle such as an automobile, in order to support a power train (on-vehicle unit) such as an engine and a truss transmission, a thick plate or a block-like mounting bracket is installed on the front side member, and the power train is used as a low elastic body It is supported by bolts and pins through the bush.

  When the front load of the vehicle is input, it is vulnerable to the bolts, pins and links that support the powertrain in order to secure a crushing space in the engine room, absorb the impact energy sufficiently only in the engine room, and reduce damage to the cabin A device using a structure in which a power train is dropped by providing a portion is known (see, for example, Patent Document 1).

  Also known is a structure in which a reinforcing plate is provided at the mounting portion of the wheel house portion for mounting the engine mount bracket, and a connecting reinforcing plate for connecting the reinforcing plate to the suspension tower is provided at the mounting portion of the wheel house. (For example, refer to Patent Document 2)).

The thickness of the connecting reinforcing plate is configured to be thinner than the thickness of the reinforcing plate.
Japanese Patent Laid-Open No. 11-129768 JP-A-5-97059

  However, in the conventional vehicle body mounting structure of the vehicle-mounted unit, the power train is separated from the vehicle body and dropped off, but the thick plate or block-shaped mounting bracket installed on the front side member is installed on the front side member as it is. .

  For this reason, when the front side member is crushed when the vehicle body inputs a load, the mount bracket having high strength remains coupled to the front side member even after the powertrain is dropped, so the area where the mount bracket is installed Then, there was a problem that the crushing action of the front side member was hindered and energy absorption could not be performed, and energy absorption was inefficient.

  This phenomenon will be described with reference to FIG. 28. When a load input is applied to the front side member 1 in FIG. 28A, the crushing portion 11 in the section L1 of the front side member 1 is as shown in FIG. Crush and shrink to length L1 '.

  Further, the crushing portion 13 in the section L3 has a length L3 'as shown in FIG. Further, the crushing portion 14 in the section L4 of the passenger cabin 10 shown in FIG.

  In the section L2 of the front side member 1, the mount bracket 5 remains fixed on the front side member 1, so that the section L2 of the front side member 1 is not crushed. For this reason, the section L2 'after the impact load input has the same length as the section L2 before the input.

  As a result, the overall crushing stroke Sa of the front side member 1 is not sufficient, and the energy absorption (reaction force from the front side member × crushing stroke) is small and inefficient as shown in FIG.

  Further, in the case where the reinforcing plate for connection is provided, the reinforcing plate for mounting the engine mount bracket is joined to the suspension tower with high rigidity by the thin reinforcing plate, so that the composition for the vibration input of the engine is low. Become.

  For this reason, in order to suppress a vehicle body vibration, it was necessary to set the board thickness of an engine mount bracket main body and a wheel house part thickly, and there existed a problem that mass increased.

  Accordingly, an object of the present invention is to provide a vehicle body mounting structure for an in-vehicle unit that can increase the crushing stroke of the front side member to increase the efficiency of energy absorption at the time of front load input and suppress the increase in mass. is there.

  The present invention has been made in view of the above circumstances, and has a pair of left and right front side members that have a space inside and are disposed along the front-rear direction of the vehicle body, and are fixed to the front side members by fastening means. An inner member welded to the front side member in the vicinity of the coupling portion of the mount bracket inside the front side member. And a transmission member provided in the front side member and configured to transmit a load input from a front portion of the vehicle body to the inner member to peel off a welded portion of the inner member.

  According to the present invention, the inner member is welded to the front side member in the vicinity of the coupling portion of the mount bracket inside the front side member, and the transmission member for transmitting the load input from the front part of the vehicle body to the inner member is provided in the front side member. Therefore, when a load input is applied to the front side member due to the front load input of the vehicle, the front side member starts crushing and at the same time, a part of the load input is also shared by the transmission member, and the load is applied to the inner member. Input can be transmitted.

  And an internal member peels from a front side member with an input load, and a weak part can be generated in the joint part vicinity of the vehicle-mounted unit mount bracket of a front side member.

  This weak part of the front side member promotes the breakage of the joint part of the in-vehicle unit mount bracket when the front load is input, increases the crushing stroke of the front side member and thereby increases the amount of impact energy absorbed, to the cabin It becomes possible to reduce damage.

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

  In FIG. 1, a vehicle body 21 has a pair of left and right front side members 22, 22 (the other is not shown), and a front bumper reinforcement 23 is joined to the front portion of the front side member 22. Yes. The front side member 22 is hollow and forms a closed cross section. The vehicle body 21 is divided into a front engine room 25 and a rear passenger room 26 by a cowl board 24.

  On each front side member 22, power train mounting brackets 27, 27 (the other is not shown) are spot welded as will be described later, and the front and rear of the mounting bracket 27 are fastened as fastening means. The bolts 28 and 28 are fixed respectively.

  As shown in FIG. 2, the code | symbol 30 has shown the power train 30 as vehicle-mounted units, such as an engine and a transmission. Brackets 32 having outwardly supporting shafts 31 are respectively attached to both side portions of the power train 30, and the power train 30 is mounted by attaching the supporting shafts 31 to mounting holes 33 provided in the mounting bracket 27. Are attached to the front side members 22 via mount brackets 27, respectively.

  As shown in FIGS. 1 and 3, an inner member 34 is disposed in the front side member 22, and the inner member 34 has a substantially vertical wall portion 34 a that faces the vehicle body longitudinal direction. A first flange portion 35 facing the rear of the vehicle body is integrally formed on the upper portion of the wall portion 34a of the inner member 34, and a second flange portion 36 facing the front of the vehicle body is integrally formed on the lower portion. Yes.

  In FIG. 3, the front side member 22 has an upper wall portion 37 and a bottom wall portion 38. As shown in FIG. 3, the first flange portion 35 is disposed in the vicinity of the coupling portion of the vehicle body front side coupling portion 27a.

  The first flange portion 35 is joined to spot welding portions 39 at a plurality of locations on the back side of the upper wall portion 37 by spot welding. The second flange portion 36 of the inner member 34 faces the front of the vehicle body, and is joined to the bottom wall portion 38 of the front side member 22 by spot welding to a plurality of spot welding portions 40.

  In the joint portion between the front side member 22 and the inner member 34, the mechanical strength of the inner member 34 is set to be higher than the mechanical strength of the front side member 22. The coupling strength of the second flange portion 36 of the inner member 34 with respect to the front side member 22 is set to be greater than the coupling strength of the first flange portion 35.

  The front part (the left part in FIG. 3) of the front side member 22 has an opening 41, and a plurality of bent pieces 42 formed by folding outward are formed on the respective edges. A lid 43 indicated by a virtual line is fixed to the bent piece 42.

  The rear part of the transmission member 44 is fixed to the front side of the inner member 34, and the front part of the transmission member 44 is fixed to the inner surface of the lid 43. When the impact load is input from the front portion of the vehicle body 21, the transmission member 44 transmits a part of the impact load to the inner member 34 and peels the welded portion of the inner member 34.

  The rear portion of the transmission member 44 may be directly fixed to the wall portion 34a of the inner member 34, or may be fixed to the wall portion 34a via a flange 45 as shown in FIG.

  In FIG. 4, reference numeral 46 is a nut screwed into the fastening bolt 28, and 35 a is a relief hole formed in the first flange portion 35 in order to escape the nut 46. The front side member 22 has a hole 22a through which the fastening bolt 28 is inserted.

  FIG. 5 shows an arrangement state of the spot welds 39, and the spot welds 39 are arranged at a plurality of locations (for example, six locations) so as to surround the fastening bolts 28 shown in FIG.

  The spot welded portion 39 is cracked when the inner member 34 is peeled off from the front side member 22 and the button is broken as will be described later by an impact load acting from the front of the vehicle body 21 (see FIG. 1). A fragile portion is formed in the front side member 22 by this crack.

  FIG. 6 shows an arrangement example of the spot welds 39 in a vehicle body different from the spot welds 39.

  In FIG. 6A, four spot welds 39 are arranged so as to surround the fastening bolt 28. In this case, the distance between the adjacent spot welds 39 is 24 mm, the distance between the spot weld 39 and the head of the fastening bolt 28 is 9.25 mm, and the maximum length of the head of the fastening bolt 28 is 15.5 mm. ing.

  In FIG. 6B, three spot welds 39 are arranged so as to surround the fastening bolt 28. The distance between adjacent spot welds 39 is 24 mm.

  FIG. 7 shows a modification of the front side member 22 and the front end fixing portion of the transmission member 44. In the front side member 22 in FIG. 3, the front end portion of the transmission member 44 is fixed to the lid body 43, and the inner member 34, the transmission member 44, and the like are inserted and arranged from the opening 41 side of the front side member 22. It is installed.

  The front side member 22A in FIG. 7 includes a channel member 48 having an opening 47 on the outer side (right side in FIG. 7) and a closing plate 50 for closing the opening 47.

  Bending pieces 49 for joining and attaching the closing plate 50 are formed above and below the opening 47 of the channel member 48, respectively.

  A rear end portion of the transmission member 44 is fixed to the inner member 34 in advance, and a bracket 51 is fixed to a front end portion of the transmission member 44. Flange portions 52 facing the front of the vehicle body (left side in the figure) are integrally formed above and below the bracket 51, respectively.

  The inner member assembly 53 is configured by assembling the inner member 34, the transmission member 44, and the bracket 51 in advance.

  In order to make the vehicle body 21 (see FIG. 1) having the inner member 34, the transmission member 44, etc., the inner member assembly 53 is inserted into the channel member 48, and the first flange portion 35 and the second flange portion 36 are inserted. In addition, after fixing the flange portion 52 and the like by spot welding, the closure member 50 can be easily formed by simply covering the opening 47 of the channel member 48, and the inner member assembly 53 can be formed on the current vehicle body 21 of the same type. It can be applied as it is.

  Next, an operation when the vehicle receives a front load and an impact load F is applied from the front portion of the vehicle body 21 will be described.

  In the first embodiment, since the action of the impact load F applied to the left and right front side members 22 and 22 is the same, only one front side member 22 will be described.

  In FIG. 8, when the impact load F is input from the front side of the front side member 22, the front side of the front side member 22 is gradually crushed, and at the same time, the impact load acts on the transmission member 44. The wall 34a of the inner member 34 is curved as shown in FIG.

  Due to the bending of the inner member 34 a, a peeling load Fn is generated at the spot welded portion 39 between the first flange portion 35 and the front side member 22 in a direction to peel the inner member 34 from the front side member 22. Further, a shearing force Fs acts on the second flange portion 36 of the inner member 34.

  In general, the weld strength of a steel plate is strong against a shear load and weak against a peel load (generally, the peel load is 3 when the peel load is 1), so the first flange portion on the upper surface side. It is possible to prevent the spot welded portion 40 of the second flange portion 36 on the lower surface side from being broken before the 35 spot welded portions 39 are broken.

  When the front side member 22 is further crushed by the impact load F as shown in FIG. 10 to the crushing amount S1, the wall portion 34a of the inner member 34 is bent by the bending amount S1. As a result, the spot welded portion 39 between the first flange portion 35 and the front side member 22 is peeled off, so that the weld piece 55 remains on the first flange portion 35 and the front side member 22 is sharpened. A fragile part consisting of a crack 56 is generated.

  FIG. 12 shows a state where the crushing action of the front side member 22 shown in FIGS. 10 and 11 has further progressed. When the crushing amount of the front side member 22 becomes S2, the bending amount of the wall 34a of the inner member 34 further increases to S2. At this time, as shown in FIG. 13, the first flange portion 35 of the inner member 34 is further separated from the front side member 22, and the crack 56 increases.

  FIG. 14 shows a state in which the first flange portion 35 of the inner member 34 is completely separated from the front side member 22 by the impact load F. As a result, the front coupling portion to which the mount bracket 27 is fixed is destroyed.

  FIG. 15 shows a state in which the spot welded portion 39 between the first flange portion 35 (see FIG. 14) of the inner member 34 and the front side member 22 has been broken, and 57 in the drawing indicates a stress concentration portion. ing.

In FIG. 15, the front side member 22 is crushed by the impact load F, but since the crushing of the front side member 22 is hindered by the mount bracket 27 at the coupling portion of the mount bracket 27, the relative displacement is restricted. The resulting coupling portion reaction force F ′ is generated.

  Due to this coupling portion reaction force F ′, a load acts on the front edge of the hole 22a (see FIG. 16A) of the front side member 22 of the coupling portion, but the first flange portion 35 of the inner member 34 is peeled off. Stress concentration is generated by the holes or cracks 56 caused by the action to cause panel breakage, causing the front side member 22 and the mounting bracket 27 to be displaced relative to each other, thereby crushing the front side member 22.

  FIGS. 16A to 16F are respectively plan views of the joint portion of the mount bracket 27 when the spot welded portion 39 between the front side member 22 and the inner member 34 shown in FIG. Yes.

  FIG. 16A shows a state in which stress concentration acts on the front edge of the hole 22a due to the impact load F (see FIGS. 14 and 15) acting on the front side member 22. FIG. Due to this stress concentration, a compressive force 59 is generated between the crack 56 as the peeling hole and the hole 22a as shown in FIG. 16 (b), and the crack 56 on the front and back sides of the hole 22a is destroyed as shown in FIG. 16 (c). 60 is generated.

  The panel breakage 60 gradually occurs between the cracks 56 as shown in FIG. When an impact load is further applied to the front side member 22 shown in FIG. 16D, the hole 22a is connected to the front crack 56 (see FIG. 16D) as shown in FIG. As shown in FIG. 16F, the crack 56 on the rear side of the hole 22a (see FIG. 16D) is crushed.

  As described above, a part of the impact load F inputted to the front side member 22 is transmitted to the inner member 34 via the transmission member 44, and the first flange portion 35 of the inner member 34 is peeled off from the front side member 22. As a result, a plurality of cracks 56 occur in the front side member 22.

  Then, starting from the crack 56, the panel breakage 60 gradually increases in the front side member 22. FIG. 17 shows a modified schematic view of the front side member 22 in a state where the vehicle body front side coupling portion 27a of the mount bracket 27 is broken and the front side member 22 is crushed and the mount bracket 27 is detached.

  In this manner, in the conventional front side member 1 shown in FIG. 28, the mounting bracket 5 remains fixed to the front side member 1, so that the crushing of the front side member 22 is inhibited until the section L2. However, in the front side member 22 according to the present invention, as shown in FIG. 18, the front side member 22 in the section L2 to which the mount bracket 27 is fixed can be crushed and contracted as shown in the section L2 '. .

  FIG. 19 shows the crushing stroke of the front side member 22 and the reaction force from the front side member 22. In the figure, the solid line shows the crushing stroke Sa of the conventional front side member 1, and the broken line shows the front side member according to the present invention. The crushing stroke Sb of the member 22 is shown.

  In this way, the front side member 22 in the cabin 26 can be increased in energy absorption at the time of front load input by enabling the crush stroke Sb of the front side member 22 at the time of front load input to be larger than the conventional crush stroke Sa. The 22 crushing parts 62 can be greatly reduced or eliminated, and the safety of the cabin 26 can be improved.

  In the front side member 22 </ b> A shown in FIG. 7, the position of the bracket 51 of the inner member assembly 53 can be arbitrarily set between the front end portion of the front side member 22 and the inner member 34. That is, by changing the position of the bracket 51, the timing at which the impact load acts on the transmission member 44 can be controlled, and the break timing of the mount bracket 27 can be controlled.

  For example, when the mounting position of the bracket 51 is set to the front end portion side of the front side member 22, the impact load acts on the front side member 22 and simultaneously the impact load is transmitted to the transmission member 44 and the inner member 34. The section L1 (see FIG. 28) of the front side member 22 is broken before being crushed, and the front side member 22 can be continuously crushed between the sections L1 + L2.

  Further, by shifting the mounting position of the bracket 51 from the front end portion of the front side member 22 to the rear side by a1, the load L acts on the transmission member 44 after the section L1 of the front side member 22 is crushed by a1. The timing at which the section L1 of the member 22 is crushed and the timing at which the section L2 is crushed can be shifted, and the vehicle body reaction force (vehicle body acceleration) can be adjusted.

  The vehicle body mounting structure of the in-vehicle unit of Example 1 of the embodiment of the present invention described above has a pair of left and right front side members (22) having a space inside and disposed along the front-rear direction of the vehicle body (21). ) And a mounting bracket (27) fixed to the front side member (22) by fastening means (28), and the in-vehicle unit (30) is attached to the vehicle body (21) by the mounting bracket (27). .

  In the vehicle body mounting structure of the in-vehicle unit (30), an inner member (34) welded to the front side member (22) in the vicinity of the coupling portion of the mount bracket (27) inside the front side member (22); A transmission member (provided in the front side member (22)) for transmitting the load input at the time of front load input from the front portion to the inner member (34) and peeling the welded portion of the inner member (34). 44).

  According to this configuration, the inner member (34) is welded to the front side member (22) in the vicinity of the mount bracket (27) inside the front side member (22), and the load input from the front portion of the vehicle body (21) is received. Since the inner member (34) to be transmitted to the inner member (34) is provided in the front side member (22), an impact load is applied to the front side member (22) when a load is input from the front surface of the vehicle body (21). Sometimes, the front side member (22) starts crushing, and at the same time, a part of the impact load is shared by the transmission member (44), and the impact load can be transmitted to the inner member (34).

  And an internal member peels from a front side member (22) by input load, and a weak part (56) can be generated in the joint part vicinity of the mount bracket (27) of the vehicle-mounted unit (21) of a front side member. . The fragile portion (56) of the front side member (22) promotes breakage of the joint portion of the mount bracket (27) at the time of front load input, thereby increasing the crushing stroke (S2) of the front side member (22) and thereby An increase in the amount of shock energy absorbed can be realized, and damage to the cabin (26) can be reduced.

  In the vehicle body mounting structure of the in-vehicle unit according to the embodiment of the present invention, the front side member (22) includes an upper wall portion (37) to which the mount bracket (27) is fixed, and a bottom wall portion (38). The inner member (34) includes a first flange portion (35) coupled to the upper wall portion (37) and a second flange portion coupled to the bottom wall portion (38). (36), and the coupling strength of the second flange portion (36) is greater than the coupling strength of the first flange portion (35).

  According to this configuration, the first flange portion (35) of the inner member (34) is peeled off from the upper wall portion (37) by the peeling action, and the second flange portion (36) is sheared (Fs). In this way, the bottom wall (38) can be prevented from being broken.

  In the vehicle body mounting structure of the in-vehicle unit according to the embodiment of the present invention, the mounting portion on the vehicle body front side of the transmission member (44) is between the front end portion of the front side member (22) and the mounting bracket (27). It is a provided pipe-shaped member.

  According to this configuration, the mounting position of the transmission member (44) on the vehicle body front side is a pipe-shaped member between the front end portion of the front side member (22) and the mount bracket (27). By changing the mounting position on the vehicle body front side of (44), the timing at which the impact load acts on the transmission member (44) can be controlled, and the break timing of the mount bracket (27) can be controlled. Reaction force (vehicle acceleration) can be adjusted.

  In the vehicle body mounting structure of the in-vehicle unit according to the embodiment of the present invention, the inner member (34) is coupled to at least the vehicle body front side coupling portion side (27a) of the mount bracket (27).

  According to this configuration, since the inner member (34) is provided at least in the vehicle body front side coupling portion (27a) of the mount bracket (27), the length of the transmission member (44) is equal to the length of the mount bracket (27). Therefore, the vehicle body (21) can be made lightweight.

  20 to 27 show a vehicle body mounting structure for an in-vehicle unit according to Example 1 of the embodiment of the present invention.

  The same or equivalent parts as in the first embodiment will be described with the same reference numerals.

  In the vehicle body mounting structure of the in-vehicle unit of the second embodiment, a pair of left and right front side members 22, 22 arranged along the longitudinal direction of the vehicle body are provided.

  As shown in FIG. 22, the front side member 22 is mainly composed of a side member main body 22b having a substantially U-shaped cross section that opens toward the outside of the vehicle, and an upper and lower flange portion on the open side of the side member main body 22b. The upper and lower flange pieces 22f and 22g are joined to 22c and 22d, and the open side of the side member main body 22b is closed to form a substantially flat closing plate 22c having a substantially rectangular cross section. ing.

  Among these, the lower edge portion 65a of the hood ridge lower 65 constituting a part of the side wall portion of the engine room 25 is joined to the upper flange piece 22f of the closing plate 22c.

  A mounting bracket 63 is mounted on the upper surface portion 22h of the front side member 22 so as to straddle from the vertical wall portion 22j of the side member main body 22b to the inclined wall portion 65b of the hood ridge lower 65 as the hood ridge member. Has been.

  An engine mount 64 as a mount for fixing the power train 30, which is an in-vehicle unit (not shown), is fixed to the upper surface 63 a side of the mount bracket 63 via the mount bracket 63. On the other hand, the power train 30 is configured to be attached.

  The mount bracket 63 is provided with an upper surface portion 63a on which an engine mount 64 that supports the power train 30 is mounted.

  As shown in FIG. 21, embossed portions 63c and 63c extending along the longitudinal direction in the vehicle width direction are formed on the upper surface portion 63a so as to form a concave groove shape that is spaced apart by a certain distance from the front and rear.

  The mount bracket 63 is provided with a side member mounting flange 63b so as to be integrated.

  In the side member mounting flange 63b, as shown in FIG. 22, a plurality of spot openings 63d, into which the spot welding gun 100 can be inserted, are formed in a line along the vehicle longitudinal direction. Has been.

  The side member mounting flange 63b is bent from the inner edge of the upper surface portion 63a substantially vertically downward and extends to the vertical wall portion 22j of the side member main body 22b of the front side member 22. It is fixed.

  The mount bracket 63 has a hood ridge side fixing portion 63e extending from the vehicle outer side edge of the upper surface portion 63a upward in the vehicle outer direction. The hood ridge side fixing portion 63e is connected to the vehicle body 21. The hood ridge lower 65 is configured to be joined to the inclined wall portion 65b.

  In the second embodiment, the hood ridge side fixing portion 63e is provided with an embossed portion 63f extending from the embossed portion 63c.

  As shown in FIG. 24, the hood ridge lower 65 opposed to the embossed portion 63f is provided with a vehicle body side embossed portion 65c formed with unevenness that matches the unevenness of the embossed portion 63f. In this state, the hood ridge-side fixing portion 63e and the hood ridge lower 65 are configured to be joined.

  Further, in the vehicle body mounting structure of the in-vehicle unit according to the second embodiment, the front surface portion 22h is bent in a vertically downward direction so as to be integrated with the front and rear end edges of the upper surface portion 22h, before and after the side member mounting. Side flanges 63g and 63h are extended to the upper surface portion 22h of the front side member 22.

  Before the side member is attached, and at the lower ends of the rear flanges 63g and 63h, bent joint portions 63i and 63j that are bent in the vehicle front and rear directions and joined to the upper surface portion 22h are provided.

  Furthermore, in the vehicle body mounting structure of the in-vehicle unit of the second embodiment, as shown in FIG. 21, there are three leg-shaped front and rear engine mount mounting flanges 64a, 64b and 64b from the lower part of the engine mount 64. , Has been projecting.

  These front and rear engine mount mounting flanges 64a, 64b, 64b are spaced apart from the front and rear sides of the embossed portions 63c, 63c, respectively, by bolts and nut members 64c as fastening means. The upper surface portion 63a is fastened and fixed.

  Next, the operation of the on-vehicle unit vehicle body mounting structure of the second embodiment will be described.

  In the vehicle body mounting structure of the in-vehicle unit of the second embodiment, first, the side member mounting flange 63b of the mount bracket 63 is joined to the inner side surface 22j of the side member main body 22b of the front side member 22, and the upper surface portion 22h. Bending joints 63i and 63j provided at the front ends of the rear flanges 63g and 63h, before the side members are attached to be bent vertically downward so as to be integrated from the front and rear end edges of the vehicle, The front side member 22 is joined to the upper surface portion 22h and is sub-assembled.

  Then, as shown in FIG. 22, a closing plate 22e is joined to the outer surface of the side member main body 22b, the upper flange portion 22f or 22c of the front side member 22, and the lower end portion 65a of the hood ridge lower 65. Are welded and joined by the spot welding gun 100 inserted through the spot openings 63d.

  At this time, the hood ridge side fixing portion 63e of the mount bracket 63 is joined to the inclined wall portion 65b of the hood ridge lower 65, and the upper surface portion 63a is connected to the side member mounting flange 63b from both sides in the vehicle width direction. Supported.

  As shown in FIGS. 20 and 21, the front and rear engine mount mounting flanges of the engine mount 64 are provided at the front and rear positions of the upper surface portion 63a of the mount bracket 63 across the embossed portions 63c and 63c. 64a and 64b, 64b are fastened and fixed by bolts and nut members 64c shown in FIG.

  In this way, the side member mounting flange 63b that is integrally bent from the upper surface portion 63a is joined to the vertical wall portion 22b of the front side member 22, and the upper surface portion 63a to which the engine mount 64 is mounted is supported. .

  For this reason, the engine excitation force input to the mount bracket 63 is received by the in-plane force of the vertical wall portion 22j of the front side member 22 having high rigidity and transmitted to the vehicle body 21, thereby suppressing an increase in plate thickness. Thus, a desired engine mounting rigidity can be obtained without increasing the weight.

  Further, as shown in FIG. 21, embossed portions 63c and 63c extending along the longitudinal direction in the vehicle width direction are formed on the upper surface portion 63a so as to form a concave groove shape that is spaced apart by a certain distance from the front and rear. Yes.

  Furthermore, in the second embodiment, the embossed portion 63f formed to extend to the hood ridge side fixing portion 63e is formed on the hood ridge lower 65 facing the embossed portion 63f as shown in FIG. The hood ridge side fixing portion 63e and the hood ridge lower 65 are joined in a superposed state with the side embossed portion 65c.

  For this reason, the vertical out-of-plane rigidity of the upper surface portion 63a of the mount bracket 63 can be improved.

  Further, as shown in FIGS. 23 and 24, since the embossed portion 63f is superposed with the vehicle body side embossed portion 65c, the rigidity in the vehicle width direction can also be improved.

  For this reason, it is possible to further suppress the increase in the plate thickness and obtain a desired engine mounting rigidity without increasing the weight.

  Moreover, as shown in FIG. 26, when an impact load is applied to the front side member 22 by a load input from the front surface of the vehicle 21, when the front side member 22 starts to be crushed, the upper surface portion 22h of the front side and the rear side of the vehicle is The side flanges 63g and 63h that are bent vertically downward so as to be integrated from the direction end edge follow the movement of the joining portion as shown in the enlarged portion in FIG. To bend and deform.

  For this reason, the bent joints 63i and 63j at the lower ends of the rear flanges 63g and 63h, which are joined to the upper surface portion 22h of the front side member 22, are peeled off from the upper surface portion 22h. The connection between the front side member 22 and the mount bracket 63 is released.

  At this time, the embossed portions 63c and 63c and the embossed portions 63f and 63f promote the crushing of the upper surface portion 22h by the load input to the front and rear sides of the upper surface portion 63a, and the mount bracket 63 further. It is easy to crush.

  For this reason, the connection by the bolt nut member 64c between the upper surface portion 63a and the front and rear engine mount mounting flanges 64a and 64b, 64b is released, and a long crushing stroke Sc can be obtained more easily.

  Further, in the vehicle body mounting structure of the in-vehicle unit of the second embodiment, the hood ridge lower 65 is also in the same direction by the vehicle body side embossed portion 65c superposed on the embossed portion 63f extending in the vehicle outward direction. Easily crushed in the front-rear direction.

  In addition, in the second embodiment, the plurality of spot openings 63d formed in the side member mounting flange 63b are formed in a line along the longitudinal direction of the vehicle. The side member mounting flange 63b is easily crushed in the vehicle front-rear direction without lowering.

  For this reason, as shown in FIG. 27, the crushing stroke Sc longer than the crushing stroke Sb of the front side member 22 of the first embodiment can be obtained.

  Further, in the second embodiment, the side flanges 63g and 63h before the side member are attached to be bent vertically downward so as to be integrated with the front and rear end edges of the upper surface portion 22h. Since the vehicle vertical load is transmitted to the upper surface portion 22 h of the front side member 22, the engine excitation force input to the mount bracket 63 is received by the highly rigid front side member 22 and transmitted to the vehicle body 21. be able to.

  In addition, as shown in FIG. 26, the front and rear flanges 63g and 63h are first bent and deformed by the load input from the front of the vehicle, so that the upper surface portion 22h and the bent joint portions 63i and 63j Release the joint.

  For this reason, it is possible to promote separation by applying a peeling force in a direction in which the bent joint portions 63i and 63j are lifted up while suppressing a rapid reaction force increase.

  In addition, in the said Example 1 of embodiment of this invention, although the cross-sectional shape of the transmission member 44 uses the thing of a hollow circular pipe shape, this invention is not limited to this, A hollow square shape Any portion of a cross-sectional shape such as a polygonal shape, a solid circular shape, or a polygonal shape, etc., which is a welded portion of the inner member by transmitting load input from the front part of the vehicle body to the inner member If it is a thing which peels, shape, quantity, and material are not limited to the transmission member 44 of the said Example 1. FIG.

  In Examples 1 and 2 of the above-described embodiment, the power train 30 is described as an example of the vehicle-mounted unit. However, the same structure can be applied to the mount brackets of other vehicle-mounted units.

1 is a side view of a vehicle body to which an in-vehicle unit vehicle body mounting structure is applied in Example 1 of an embodiment of the present invention. In Example 1, it is a side view which shows the attachment part of a power train. In Example 1, it is a perspective view of the front side member, the inner member accommodated in this, and the transmission member. In Example 1, it is the vertical side view of the vehicle body front side coupling | bond part of a mount bracket. 5 is a perspective view of a spot welded portion between an upper wall portion of a front side member and a first flange portion of an inner member 34 in Embodiment 1. FIG. In Example 1, (a) and (b) is a top view which shows the other example of arrangement | positioning of spot welding. FIG. 6 is a perspective view of a modified example of the front side member and an inner member assembly in the first embodiment. In Example 1, it is a perspective view of the front side member which inputs an impact load and starts crushing. FIG. 9 is a longitudinal side view of the front side member of FIG. 8 in the vehicle body mounting structure of the in-vehicle unit of the first embodiment. FIG. 3 is a perspective view of a front side member in which crushing has progressed in the vehicle body mounting structure of the in-vehicle unit according to the first embodiment. In Example 1, it is a vertical side view of the front side member of FIG. 6 is a perspective view of a front side member in which crushing further proceeds in Example 1. FIG. In Example 1, it is a vertical side view of the front side member of FIG. In Example 1, it is a perspective view of the front side member after crushing progresses and the 1st flange part of the inner member peeled from the front side member. In Example 1, it is the vertical side view of the mount bracket and the front side member after the inner member is peeled off. (A) is a plan view showing a state in which stress concentration acts on the hole of the front side member due to an impact load, and (b) shows the compressive force generated between the hole of the front side member and the crack and the start of panel breakage due to this. FIGS. 3C and 3F are plan views showing the progressive action of panel breakage occurring between cracks. FIG. 6 is a schematic diagram of a modification of the front side member in the state where the connecting portion of the vehicle body front side connecting portion is broken and the front side member is crushed and the mount bracket is detached in the first embodiment. In Example 1, it is a side view of the front side member after completion | finish of crushing. In Example 1, it is a related figure of the crushing stroke and reaction force of a front side member. It is a disassembled perspective view of the vehicle front part which shows the vehicle body attachment structure of the vehicle-mounted unit of Example 2 of embodiment of this invention. It is a disassembled perspective view which shows a mode that an engine mount is mounted | worn with an engine mount bracket by the vehicle body attachment structure of the vehicle-mounted unit of Example 2. FIG. FIG. 22 is a cross-sectional view at a position along the line AA in FIG. 21 in the vehicle body mounting structure of the in-vehicle unit of the second embodiment. FIG. 22 is a cross-sectional view at a position along the line BB in FIG. 21 in the vehicle body mounting structure of the in-vehicle unit of the second embodiment. FIG. 22 is a cross-sectional view at a position along the line CC in FIG. 21 in the vehicle body mounting structure of the in-vehicle unit of the second embodiment. FIG. 22 is a cross-sectional view at a position along the line DD in FIG. 21 in the vehicle body mounting structure of the in-vehicle unit of the second embodiment. FIG. 19 is a side view of the front side member after completion of crushing at a position corresponding to FIG. 18 in the vehicle body mounting structure of the in-vehicle unit of the second embodiment. In the vehicle body attachment structure of the vehicle-mounted unit of Example 2, it is a related figure of the crushing stroke and reaction force of a front side member. (A) is a side view showing the crushable sections L1 and L3 and the non-crushable section L2 of the front side member, and (b) is a side view of the front side member contracted by crushing. It is a related figure of the crushing stroke and reaction force in the conventional front side member.

Explanation of symbols

21 Car body 22, 22 Front side member 28 Fastening bolt (fastening means)
34 inner member 35 first flange portion 36 second flange portion 37 upper wall portion 38 bottom wall portion 44 transmission member 56 crack (fragile portion)
63 Mounting bracket 63a Upper surface portion 63b Side member mounting flange portion 63c Embossed portion 63g, 63h Before side member mounting, rear flange (side member mounting flange)
64 Engine mount
65 Hood Ridge Lower (Hood Ridge Member)

Claims (9)

A pair of left and right front side members disposed in the front-rear direction of the vehicle body and having a space inside, and a mount bracket fixed to the front side member by fastening means, the vehicle-mounted unit is mounted on the vehicle body by the mount bracket. In the vehicle body mounting structure of the in-vehicle unit attached to
An inner member welded to the front side member in the vicinity of the coupling portion of the mount bracket inside the front side member, and a load input from a front portion of the vehicle body is transmitted to the inner member. A vehicle body mounting structure for an in-vehicle unit, comprising: a transmission member that peels off a welded portion of the inner member.   The front side member includes an upper wall portion to which the mount bracket is fixed, and a bottom wall portion, and the inner member includes a first flange portion coupled to the upper wall portion, and the bottom wall portion. 2. The in-vehicle unit according to claim 1, further comprising: a second flange portion coupled to the first flange portion, wherein the second flange portion has a greater coupling strength than the first flange portion. Car body mounting structure.   The in-vehicle unit according to claim 1 or 2, wherein the attachment portion of the transmission member on the vehicle body front side is a pipe-like member provided between a front end portion of the front side member and the mount bracket. Car body mounting structure.   The vehicle body mounting structure for an in-vehicle unit according to any one of claims 1 to 3, wherein the inner member is welded to at least a front side of the mount bracket.   The on-vehicle unit mounting structure according to any one of claims 1 to 4, wherein the on-vehicle unit is a power train such as an engine and a truss transmission. An in-vehicle unit comprising a pair of left and right front side members arranged along the front-rear direction of the vehicle body, and a mount bracket fixed to the front side member, and mounting the mount of the in-vehicle unit to the vehicle body via the mount bracket In the body mounting structure of
The mounting bracket is characterized in that a side member mounting flange that is integrally bent from an upper surface portion on which the mount of the in-vehicle unit is mounted extends to the vertical wall portion of the front side member and is fixed. Car body mounting structure for in-vehicle units.   The vehicle body mounting structure for an in-vehicle unit according to claim 6, wherein an embossed portion that extends along a longitudinal direction in a vehicle width direction is formed on the upper surface portion.   The embossed portion is extended to the hood ridge-side fixing portion that joins the mount bracket to the hood ridge member of the vehicle body, and the hood ridge member facing the embossed portion has an unevenness of the embossed portion. 8. The vehicle body mounting structure for an in-vehicle unit according to claim 7, wherein a vehicle body side embossed portion having matching irregularities is provided and joined in a superposed state.   The side flange before and after the side member is integrally bent from the vehicle front-rear direction edge portion of the upper surface portion is extended to the upper surface portion of the front side member and fixed. The vehicle body mounting structure for an on-vehicle unit according to any one of 6 to 8.

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