JP2007106370A - Front structure of vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow the front body part of a vehicle to absorb the collision load as much as practicable when the vehicle goes in collision. <P>SOLUTION: Front structure of the vehicle body is equipped with a pair of left and right first front upper frames 41, 41 to couple each of a pair of left and right suspension supporting parts 22, 22 for supporting the tops of a pair of left and right suspension dampers 63, 63 with a radiator shroud 21 installed at the forefront of an engine room 2, a pair of left and right rear upper frames 42, 42 to couple each of the pair of left and right suspension supporting parts 22, 22 with a cowl box 16 constituting the forefront of the interior 1, and a coupling cross-member 48 stretching in the direction across the vehicle width for coupling together the pair of left and right suspension supporting parts 22, 22. Of the angles formed by the axis X of each first front upper frame 41 with respect to the axis Y of each rear upper frame 42 on the left and the right when viewed on the plan, the angle α on the outside in the direction across the vehicle width is smaller than the angle β on the inside across the vehicle width. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body front part structure, and more particularly to a vehicle body front part structure in which a shroud part and a front end part of a vehicle compartment part are connected by a frame member.

  Conventionally, a vehicle body front part structure in which a shroud part provided at a front end part of an engine room and a front end part of a vehicle compartment part are connected by a frame member is known (see Patent Document 1).

Specifically, the vehicle body front part structure according to Patent Document 1 employs a space frame. That is, four frame members extending from the four corners of the rectangular frame-shaped shroud portion provided at the front end portion of the engine room to the rear of the vehicle body are extended, and the rear end portions of the upper two frame members are connected to the vehicle compartment portion. The rear end portions of the two lower frame members are coupled to the front end portions of the floor frame provided at the lower portion of the vehicle compartment portion at the upper portions of the left and right hinge pillars provided on both sides of the front end portion. Thus, the front part of the vehicle body is formed by a space frame made up of a plurality of frame members.
Special table 2003-531073 gazette

  By the way, in the vehicle body front part structure according to Patent Document 1, when a collision load acts on the shroud portion at the time of a vehicle front collision, the collision load is transmitted to the vehicle compartment portion side such as a hinge pillar via each frame member. However, the vehicle body front structure does not have a special configuration for absorbing the collision load, and can only absorb the collision load slightly by each frame member. It will be transmitted to the hinge pillar etc.

  The present invention has been made in view of this point, and an object of the present invention is to absorb the collision load as much as possible at the front of the vehicle body at the time of a vehicle collision.

  According to the present invention, the shroud portion and the cowl portion are connected by the front upper frame and the rear upper frame, and the collision load is inward or outward in the vehicle width direction at the connecting portion between the front upper frame and the rear upper frame. By connecting the connecting portions of the left and right front upper frames and the rear upper frames with connecting cross members extending in the vehicle width direction, the collision load is applied to the connecting cross members. It is made to act in the compression direction or the pulling direction, and the collision load is absorbed by the connecting cross member.

  Specifically, the first invention includes a shroud portion provided at the front end portion of the engine compartment, a cowl portion provided at the rear end portion of the engine compartment and constituting the front end portion of the vehicle compartment portion, and the left and right sides. The vehicle body front part structure including a pair of left and right frame members that connect the shroud part and the cowl part is an object.

  Each frame member includes a front upper frame whose front end is coupled to the shroud portion and a front end coupled to the rear end of the front upper frame, while a rear end is coupled to the cowl portion. And a connecting cross member that extends in the vehicle width direction and connects the connecting portions of the front upper frame and the rear upper frame. Of the angles formed by the axis lines of the front upper frames and the axis lines of the rear upper frames in plan view, the outer corner in the vehicle width direction is smaller than the inner corner in the vehicle width direction.

  In the case of the above configuration, the collision load acting on the shroud portion at the time of collision is transmitted in the order of the front upper frame and the rear upper frame, and is transmitted to the cowl portion. Here, among the front upper frame and the rear upper frame, of the angles formed by the respective axes in plan view, the outer corner in the vehicle width direction is smaller than the inner corner in the vehicle width direction, that is, the front upper frame. And the rear upper frame are joined not in a straight line but in a state of being bent inward in the vehicle width direction. For this reason, the collision load transmitted via the front upper frame and the rear upper frame acts inward in the vehicle width direction at the joint between the front upper frame and the rear upper frame. Therefore, the connecting portions of the left and right front upper frames and the rear upper frames are connected to each other by a connecting cross member, so that in the vehicle width direction inward in the connecting portion of the front upper frame and the rear upper frame. The collision load acting on the joint cross member can be received. When the collision load is large, the connection cross member can be compressed and deformed to absorb the collision load.

  In this manner, the front upper frame and the rear upper frame are configured so that the collision load acts inward in the vehicle width direction at the joint portion between the front upper frame and the rear upper frame, and the left and right front upper frames are configured. By connecting the connecting portions between the rear upper frame and the rear upper frame with a connecting cross member, the collision load is absorbed as much as possible at the front of the vehicle body, and the collision load transmitted to the passenger compartment side can be reduced. it can.

  As in the first invention, the second invention is a shroud portion provided at the front end portion of the engine room, a cowl portion provided at the rear end portion of the engine room and constituting the front end portion of the vehicle compartment portion, Targeting a vehicle body front structure including a pair of left and right frame members that connect the shroud portion and the cowl portion on each of the left and right sides, each frame member includes a front upper portion whose front end portion is coupled to the shroud portion. The front end portion is coupled to the rear end portion of the front upper frame, and the rear end portion is coupled to the cowl portion, and extends in the vehicle width direction. A connecting cross member for connecting the connecting portions of the upper frame and the respective rear upper frames is further provided.

  And, unlike the first invention, on the left and right sides, in the plan view, the angle formed between the axis of each front upper frame and the axis of each rear upper frame is the outer corner in the vehicle width direction. Is larger than the inner corner in the vehicle width direction.

  In the case of the above configuration, unlike the first invention, the front upper frame and the rear upper frame are joined in a state of being bent outward in the vehicle width direction, and transmitted via the front upper frame and the rear upper frame. The collision load to be applied acts outward in the vehicle width direction at the joint portion between the front upper frame and the rear upper frame. The collision load is received by the connecting cross member that connects the connecting portions of the left and right front upper frames and the rear upper frames. Further, when the collision load is large, the connection cross member is pulled and deformed to absorb the collision load.

  That is, the front upper frame and the rear upper frame are configured so that the collision load acts outward in the vehicle width direction at the connecting portion between each front upper frame and each rear upper frame, and each of the left and right front upper frames By connecting the connecting portions with the respective rear upper frames with the connecting cross members, the collision load can be absorbed as much as possible at the front portion of the vehicle body, and the collision load transmitted to the vehicle compartment can be reduced.

  According to a third invention, in the first or second invention, the rear end portion of each front upper frame and the front end portion of each rear upper frame are provided between the shroud portion and the cowl portion. The pair of left and right suspension dampers are joined via a pair of left and right suspension support portions that respectively support upper end portions of the left and right suspension dampers.

  In the case of the above configuration, the front upper frame and the rear frame constituting the frame member not only have a function of connecting the shroud portion and the cowl portion, but also a function of supporting the pair of left and right suspension support portions. Also have.

  According to a fourth invention, in the third invention, the front side part, the rear side part, and the pair of left and right side parts are formed in a substantially rectangular frame shape, and the rear end part is formed in the lower part of the vehicle compartment A perimeter frame connected to a pair of left and right floor frames arranged extending in the longitudinal direction of the vehicle body, and on each of the left and right sides, extends from the suspension support portions obliquely downward to the front of the vehicle body and extends to each side of the perimeter frame. A front suspension tower member that is coupled to the rear portion, and a rear suspension tower member that extends obliquely downward from the vehicle body rearward on the left and right sides and is coupled to each side portion of the perimeter frame. Shall.

  In the case of the above-described configuration, a truss structure having the suspension support portion at the apex is formed by the front suspension tower members, the rear suspension tower members, and the side portions of the perimeter frame. As a result, the support rigidity of the suspension support portion can be improved. In addition, in the above configuration, the collision load is concentrated on the suspension support portion, but not only the connection cross member but also the front suspension tower member, the rear suspension tower member, and the side portion of the perimeter frame. The impact load can be received.

  According to a fifth invention, in the third or fourth invention, the shroud portion is formed in a substantially rectangular frame shape having an upper side portion, a lower side portion, and a pair of left and right vertical sides, and each of the front upper frames The front end portion is coupled to the upper side portion, and on each of the left and right sides, extends from the suspension support portions toward the vehicle body diagonally downward, and is coupled to the vertical side portions of the shroud portion. A front upper frame is further provided.

  In the case of the above configuration, by providing the second front upper frame, the collision load acting on the shroud portion can be transmitted to the suspension support portion by the front upper frame and the second front upper frame. As a result, most of the collision load acting on the shroud portion can be transmitted to the suspension support portion, and most of the collision load can be absorbed by the connecting cross member.

  In a fourth aspect based on the fourth aspect, the rear end of each side portion is connected to the front end of each floor frame on each of the left and right sides, and the rear suspension tower member A lower end part shall be couple | bonded with the rear-end part of each said side part.

  The floor frame is a highly rigid member that is disposed in the lower part of the passenger compartment and bears the strength of the vehicle body. Therefore, in the above configuration, a part of the collision load concentrated on the suspension support part is transmitted to the floor frame at the lower part of the passenger compartment, so that the collision load is distributed not only to the connecting cross member but also to the floor frame. The collision load can be absorbed in a balanced manner by both the connecting cross member and the floor frame.

  According to a seventh invention, in the fourth invention, the respective front upper frames, the respective rear upper frames, the connecting cross members, the respective front suspension tower members, and the respective rear suspension tower members have their respective axes in a plan view. It is assumed that the suspension support parts are coupled to each other so as to gather.

  In the case of the above configuration, since each axis of each front upper frame, each rear upper frame, a connecting cross member, each front suspension tower member, and each rear suspension tower member is concentrated at one point in plan view, each frame or member It becomes easy to transmit the collision load between the two, and the collision load can be smoothly concentrated on the connecting cross member.

  According to the present invention, the front upper frame and the rear upper frame are configured such that, of the angles formed by the respective axes, the outer corner in the vehicle width direction is smaller than the inner corner in the vehicle width direction, or the vehicle width By configuring the outer corner in the direction to be larger than the inner corner in the vehicle width direction, by connecting the connecting portions of the left and right front upper frames and the rear upper frames with a connecting cross member, The collision load can be applied to the connecting cross member in the compression direction or the pulling direction, and the collision load can be absorbed by the connecting cross member. As a result, the collision load transmitted to the passenger compartment side can be reduced, and the safety performance of the vehicle body can be improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

<< First Embodiment >>
1-3, the schematic of the vehicle body which employ | adopted the vehicle body front part structure which concerns on the 1st Embodiment of this invention is shown. Reference numeral 1 denotes a vehicle compartment, and reference numeral 2 denotes an engine room located in front of the vehicle body of the passenger compartment 1. In the present specification, the front in the vehicle front-rear direction is simply referred to as the front, and the rear in the vehicle front-rear direction is also referred to as the rear.

  The vehicle compartment 1 is partitioned by a body having a so-called monocoque structure. That is, the body partitioning the passenger compartment 1 is configured as a structure that disperses and absorbs stress as a whole by joining a plurality of sheet metals, and a portion requiring strength is a closed cross-section structure by joining the sheet metals. As a result, the partial strength is sufficiently secured.

  A floor panel 11 that extends in the horizontal direction is provided at the lower part of the compartment 1, and the lower side of the compartment 1 is partitioned by the floor panel 11. A pair of left and right side sills 12, 12 extending in the front-rear direction are provided at both ends in the vehicle width direction of the floor panel 11. In addition, a pair of left and right floor frames 13, 13 extending in the front-rear direction are coupled to the lower surface of the floor panel 11 from the outside of the passenger compartment at the inner positions in the vehicle width direction of the side sills 12, 12. The front end portions of the floor frames 13 and 13 extend to the lower end portion of a dash panel 14 described later.

  Further, a dash panel 14 standing from the front end of the floor panel 11 is provided at the front portion of the vehicle compartment 1, and the vehicle compartment 1 and the engine room 2 are partitioned by the dash panel 14. A pair of left and right hinge pillars 15, 15 extending in the vertical direction are provided at both ends in the vehicle width direction of the dash panel 14. The lower ends of the hinge pillars 15, 15 are connected to the front ends of the left and right side sills 12, 12. Are combined. Further, a cowl box 16 extending in the vehicle width direction is provided at the upper end portion of the dash panel 14, and both end portions of the cowl box 16 are coupled to upper end portions of the left and right hinge pillars 15 and 15, respectively. Furthermore, the lower ends of front pillars 17 and 17 (not shown in FIG. 2) extending obliquely rearward and upward are coupled to the upper ends of the hinge pillars 15 and 15.

  A radiator shroud 21 for supporting a radiator (not shown) is provided at the front end of the engine room 2. The radiator shroud 21 includes an upper frame 21a serving as an upper side extending in the vehicle width direction, a lower frame 21b serving as a lower side extending parallel to the upper frame 21a below the upper frame 21a, and an upper side extending vertically. It has vertical frames 21c and 21c as a pair of left and right vertical sides coupled to the ends of the frame 21a and the lower frame 21b, and is configured in a substantially rectangular frame shape in front view. Further, bumper reinforcements and bumpers are provided on the front surfaces of the vertical frames 21c and 21c via a crash can (not shown). Thus, the radiator shroud 21 has a shape suitable for mounting of the radiator, and is set so as to be able to contact a collision object (particularly a large vehicle having a high vehicle height) with a large area at the time of a frontal collision. .

  The radiator shroud 21 and the dash panel 14 are connected by a frame structure F that forms a kind of space frame by combining a plurality of frame members.

  Hereinafter, the frame structure F will be described in detail.

  The lower part of the radiator shroud 21 and the lower part of the dash panel 14 are connected by a perimeter frame 3. The perimeter frame 3 extends in the front-rear direction, with a front frame 31 as a front side extending in the vehicle width direction, a rear frame 32 as a rear side extending in parallel with the front frame 31 behind the front frame 31. The side frames 33 and 33 as a pair of left and right side portions coupled to the respective ends of the front frame 31 and the rear frame 32 are configured in a substantially rectangular frame shape in plan view. In addition, a front lower cross member 34 extending in the vehicle width direction and extending between the side frames 33 and 33 is provided at a portion of the side frames 33 and 33 in front of the middle portion in the front-rear direction. . On the other hand, a rear lower cross member 35 extending in the vehicle width direction and extending between the side frames 33, 33 is provided at a portion of the side frames 33, 33 behind the middle part in the front-rear direction. .

  The front frame 31 that is the front end is coupled to the lower surface of the lower frame 21b of the radiator shroud 21 (see FIG. 1). On the other hand, projecting portions 33a and 33a projecting rearward are provided at the rear end portions of the side frames 33 and 33, and the projecting portions 33a and 33a serve as front ends of the pair of left and right floor frames 13 and 13, respectively. Connected to the part. That is, the distance between the left and right side frames 33 and 33 and the distance between the left and right floor frames 13 and 13 are substantially the same, and the side frames 33 and the floor frames 13 are flat on the left and right sides. They are joined so as to be aligned in a substantially straight line (see FIG. 2).

  A pair of left and right suspension support portions 22 is provided at an intermediate position in the front-rear direction of each side frame 33 and above the side frame 33. Each suspension support portion 22 is a cylindrical member provided with an attachment surface portion for attaching an upper end portion of a suspension damper 63 to be described later on the upper end portion.

  On each of the left and right sides, each suspension support portion 22 and the longitudinal end portion of the upper frame 21a of the radiator shroud 21 are connected by a first front upper frame 41 extending in the front-rear direction. Each first front upper frame 41 is inclined so as to be located upward and outward in the vehicle width direction toward the rear. Further, each suspension support portion 22 and the end portion in the vehicle width direction of the cowl box 16 are connected by a rear upper frame 42 extending in the front-rear direction. That is, the front end portion of each rear upper frame 42 is coupled to the rear end portion of each first front upper frame 41 via each suspension support portion 22. Each of the rear upper frames 42 is inclined so as to be located upward and outward in the vehicle width direction toward the rear.

  At this time, as shown in FIG. 2, each rear upper frame 42 is inclined more outward in the vehicle width direction than each first front upper frame 41 as it goes rearward. Specifically, among the angles formed by the axis X of the first front upper frame 41 and the axis Y of the rear upper frame 42, the angle α on the outer side in the vehicle width direction is smaller than the angle β on the inner side in the vehicle width direction. Yes. That is, the first front upper frame 41 and the rear upper frame 42 are coupled to the suspension support portion 22 in a state of being bent inward in the vehicle width direction, not on a straight line.

  Further, on each of the left and right sides, each suspension support portion 22 and each side frame 33 are connected by a front suspension tower member 43, a first rear suspension tower member 44, and a second rear suspension tower member 45.

  Specifically, each of the front suspension towers 43 is inclined so as to be located forward and inward in the vehicle width direction as it goes downward, and the lower ends thereof are each side frame 33 and the front lower cross member 34. Are connected to the outer side surface of the side frame 33 in the vehicle width direction at the same position in the front-rear direction.

  Each of the first rear suspension tower members 44 is inclined so as to be positioned rearward and inward in the vehicle width direction. The lower end portion of the first rear suspension tower member 44 is coupled to the upper surface of the side frame 33 at the same position in the front-rear direction as the coupling portion between each side frame 33 and the rear lower cross member 35. Yes.

  Each of the second rear suspension tower members 45 is inclined so as to be positioned rearward and inward in the vehicle width direction toward the lower side, and a lower end portion thereof is coupled to a rear end portion of each side frame 33. Yes.

  Furthermore, on each of the left and right sides, each suspension support portion 22 and the vertical frame 21c of the radiator shroud 21 are connected by a second front upper frame 47. Each of the second front upper frames 47 is inclined so as to be positioned downward and inward in the vehicle width direction toward the front side, and a front end portion is connected to a substantially intermediate portion in the vertical direction of each vertical frame 21c. The second front upper frame 47, together with the first front upper frame 41 and the rear upper frame 42, constitutes a frame member that connects the radiator shroud 21 and the cowl box 16.

  The left and right suspension support portions 22 are connected by a connecting cross member 48 extending in the vehicle width direction. Further, the connecting cross member 48 is provided with a pair of left and right reinforcing members 49 for connecting the intermediate portion in the vehicle width direction and both ends of the cowl box 16 in the vehicle width direction. Each reinforcing member 49 is inclined so as to be located upward and outward in the vehicle width direction as it goes rearward.

  In this way, each first front upper frame 41, each second front upper frame 47, each rear upper frame 42, each front suspension tower 43, and each first rear suspension tower coupled to each suspension support portion 22. 44, each second rear suspension tower member 45 and connecting cross member 48 are coupled to the side peripheral surface of the suspension support 22 as shown in FIG. 1, and the axes of the frames and members are shown in FIG. As shown, they are gathered at the center of the suspension support 22 in plan view. That is, each frame and member are coupled to the side peripheral surface of the cylindrical member so that the respective axis lines intersect the central axis of the suspension support portion 22 that is a cylindrical member. By doing so, the collision load is easily transmitted between the frames and the members.

  As described above, the suspension support portions 22 and 22 supported by the frame structure F are provided with a pair of left and right suspension devices 6 and 6 as shown in FIG. Each suspension device 6 includes a lower arm 61 as a suspension arm that connects the wheel support member 18 that supports the front wheel and the frame structure F, a suspension damper 63, and a coil spring 64.

  Each of the lower arms 61 is formed integrally with two arms, a front lower arm 61a and a rear lower arm 61b. The front lower arm 61 a is formed to extend in the vehicle width direction, and the outer end portion in the vehicle width direction is connected to the wheel support member 18, while the inner end portion in the vehicle width direction is connected to the side frame 33. The rear lower arm 61b extends obliquely rearward from a substantially middle portion in the vehicle width direction of the front lower arm 61a, and an inner end portion in the vehicle width direction is connected to the side frame 33. Specifically, a cylindrical elastic bush 61c extending in the front-rear direction is provided at the inner end in the vehicle width direction of the front lower arm 61a, and this elastic bush 61c is front-rear with respect to the bracket 33b provided on the side frame 33. It is pivotally supported so as to be rotatable around a direction axis. A cylindrical elastic bush 61d extending in the vertical direction is provided at the inner end in the vehicle width direction of the rear lower arm 61b. The elastic bush 61d is perpendicular to the bracket 33c provided on the side frame 33. It is pivotally supported so as to be rotatable around a direction axis. The elastic bushes 61c and 61d and the brackets 33b and 33c constitute a pivot. Thus, each lower arm 61 is located at a position between each side frame 33 and a connection portion between the lower end portion of the front suspension tower member 43 and a connection portion between the lower end portion of the first rear suspension tower member 44. Thus, it is supported so as to be rotatable by a predetermined amount around the longitudinal axis and the vertical axis.

  The suspension damper 63 is supported by the suspension support portions 22 and 22 at the upper end, and is inclined so as to be located outward in the vehicle width direction as it goes downward, and the lower end portion connects the connecting member 18a. Via the wheel support member 18. More specifically, an upper seat (not shown) is provided at the upper end portion of the suspension damper 63, and the upper end portion of the suspension damper 63 is coupled to the suspension support portion 22 via the upper sheet. On the other hand, a lower seat (not shown) is provided at an intermediate portion of the suspension damper 63, and a coil spring 64 is disposed between the lower seat and the upper seat.

  In the engine room 2 in which the frame structure F is formed in this way, a radiator is disposed on the radiator shroud 21 and a radiator fan RF having two fans on the left and right is disposed behind the radiator ( (See FIG. 2). In addition, an air cleaner C is disposed on the left side and a battery B is disposed on the right side obliquely above the radiator fan RF. Further, a power train PT is disposed behind the radiator fan RF, the air cleaner C, and the battery B.

  The power train PT is arranged vertically so that a rotary engine (hereinafter simply referred to as an engine) E is disposed on the front side and a transmission T is disposed on the rear side. As shown in FIGS. 4 and 5, the engine E is provided with mount brackets 71, 71 on both side surfaces in the vehicle width direction, and a mount rubber 72 is attached to each mount bracket 71. The engine E is supported by the rear lower cross member 35 by attaching the mount rubber 72 to the rear lower cross member 35.

  Specifically, the mount bracket 71 is provided with flanges 71 a and 71 a for attaching the mount bracket 71 to the engine E, and a flange 71 b for attaching the mount rubber 72. The flange 71b is formed with an engagement recess 71c that engages with an engagement protrusion 72c of a mount rubber 72 described later. The mount bracket 71 configured in this manner is attached to the engine E by bolting the flanges 71a and 71a to the engine E.

  The mount rubber 72 is a cylindrical rubber member. The mount rubber 72 is provided with flanges 72a and 72a for attaching the mount rubber 72 to the rear lower cross member 35, and for attaching the mount bracket 71. A portion 72b is provided. An engaging convex portion 72c is formed on the mounting portion 72b. The mount rubber 72 configured in this manner engages the engagement convex portion 72c with the engagement concave portion 71c of the mount bracket 71, and bolts the attachment portion 72b to the flange 71b of the mount bracket 71, whereby the engine E Attached to. The engine E is attached to the rear lower cross member 35 by bolting the flanges 72 a and 72 a to the rear lower cross member 35.

  Thus, the power train PT is supported on the perimeter frame 3. In the power train PT, a rear differential (not shown) connected to the rear end portion of the transmission T and the transmission T via a propeller shaft (not shown) is supported with respect to the vehicle body.

  In addition, the coupling | bonding with each said frame member and each member member can employ | adopt well-known coupling methods, such as bolt coupling and welding.

  According to the embodiment, since the frame structure F constitutes a so-called space frame, it is possible to disperse the collision load via the frames and members and transmit it to the rear in the event of a vehicle collision. In the configuration, the collision load can be absorbed by the connecting cross member 48.

  This point will be described in more detail with reference to FIGS. 2 and 6 indicate the transmission direction of the collision load.

  At the time of a vehicle front collision, a collision load is input to a bumper (not shown), a crash can attached to the front portion of the radiator shroud 21 is crushed, and the collision load acts on the radiator shroud 21.

  The collision load acting on the radiator shroud 21 is transmitted to the suspension support portion 22 provided on the upper portion of the frame structure F via the first front upper frame 41 and the second front upper frame 47, as shown in FIG. Is done. At the same time, the collision load is transmitted to the rear of the vehicle body through the lower side of the frame structure F via the side frame 33 of the perimeter frame 3. Further, a part of the collision load transmitted rearward via the side frame 33 is transmitted to the suspension support portion 22 via the front suspension tower member 43. In this way, a part of the collision load acting on the radiator shroud 21 is vertically distributed to the upper part (suspension support part 22) of the frame structure F and the rest to the lower part (perimeter frame 3) of the frame structure F. Communicated.

  And if a collision load is large, the part ahead of the suspension support part 22 among the frame structures F will deform | transform. Specifically, on the side of the front portion of the frame structure F, a triangle is formed by the first front upper frame 41, the second front upper frame 47, and the vertical frame 21c of the radiator shroud 21. The shroud 21 is not simply deformed to be displaced rearward, but the front end portion of the first front upper frame 41 and the front end portion of the second front upper frame 47 are greatly bent and deformed downward so as to maintain the triangle. Accordingly, the front end portion of the side frame 33 of the perimeter frame 3 is also greatly bent and deformed downward. As a result, the suspension support portion 22 is displaced relatively upward.

  Thus, part of the collision load is transmitted to the suspension support portion 22 via the first front upper frame 41, the second front upper frame 47, and the front suspension tower member 43, and the remainder of the collision load is transmitted to the floor via the side frame 33. It is transmitted to the frame 13. A part of the collision load transmitted to the suspension support portion 22 is absorbed by the connecting cross member 48 and the rest is passed through the rear upper frame 42 to each end in the vehicle width direction of the cowl box 16 or in the first rear. It is transmitted to the side frame 33 of the perimeter frame 3 via the side suspension tower member 44 and the second rear side suspension tower member 45.

  The collision load transmitted to each end of the cowl box 16 in the vehicle width direction is transmitted to the upper part of the vehicle body such as a roof pillar (not shown) via the front pillar 17, while being transmitted to the side frame 33. The load is transmitted to the floor frame 13 and is transmitted to the lower part of the vehicle body via the floor frame 13.

  Here, absorption of the collision load by the connecting cross member 48 will be described in detail. As shown in FIG. 2, the left and right first front upper frames 41 and rear upper frames 42 are not connected in a straight line but are bent and connected inward in the vehicle width direction. Therefore, when a collision load is transmitted from the front, the first front upper frame 41 and the rear upper frame 42 are further bent inward so that the connecting portion between the first front upper frame 41 and the rear upper frame 42 is connected. A collision load acts on the suspension support portion 22 that is inward in the vehicle width direction. While this collision load is small, it is received by the connecting cross member 48. When the collision load increases, the connecting cross member 48 is deformed in the compression direction, so that the collision load is absorbed. Thus, a part of the collision load acting on the suspension support portion 22 is absorbed by the connecting cross member 48. A part of the collision load acting on the connecting cross member 48 is transmitted to each end portion of the cowl box 16 in the vehicle width direction via the reinforcing members 49 attached to the connecting cross member 48.

  That is, the first front upper frame 41 and the rear upper frame 42 are coupled in a state bent inward in the vehicle width direction, so that they are inward in the vehicle width direction at the suspension support portion 22 that is a coupling portion thereof. A collision load can be applied, and the collision load can be absorbed by the connecting cross member 48 connected between the left and right suspension support portions 22 and 22. As a result, it is possible to reduce the collision load transmitted to the passenger compartment side via the rear upper frame 42 and improve the safety performance of the vehicle body.

  Further, since the rear end portion of the side frame 33 is connected to the front end portion of the floor frame 13 provided on the lower surface of the floor panel 11, the collision load transmitted to the side frame 33 is transmitted to the floor frame 13. Therefore, the impact on the passenger compartment is small. In other words, by connecting the first rear suspension tower member 44 and the second rear suspension tower member 45 to the suspension support portion 22, the collision load acting on the suspension support portion 22 is not limited to the connection cross member 48, but also the side frame 33. Can also be transmitted to the connecting cross member 48 and the floor frame 13 to absorb the collision load. Further, since the lower end portion of the second rear suspension tower member 45 is coupled to the rear end portion of the side frame 33, the collision load is directly applied from the suspension support portion 22 to the floor frame 13 by the second rear suspension tower member 45. Can be dispersed.

  The first and second rear suspension tower members 44 and 45 not only transmit the collision load from the suspension support portion 22 to the side frame 33, but also the side frame 33, the front suspension tower member 43, and the first rear suspension tower. By forming a triangular truss with the member 44 or the second rear suspension tower member 45, the coupling rigidity between the perimeter frame 3 and the suspension support portion 22 can be improved. As a result, since the load of the power train PT acts more directly and reliably on the suspension device 6, the responsiveness during vehicle operation can be improved, and the support rigidity of the suspension support portion 22, and consequently the suspension damper 63. Since the support rigidity of the vehicle is improved, the steering stability can be improved.

  Further, the radiator shroud 21 and each suspension support portion 22 are connected by a second front upper frame 47, and a part of a collision load transmitted through the side frames 33, 33 is passed through the front suspension tower members 43, 43. Therefore, the ratio of the collision load transmitted to the suspension support portions 22 and 22 out of the collision load acting on the radiator shroud 21 is increased and absorbed by the connecting cross member 48. The ratio of the collision load to be increased can be increased, and the collision load transmitted to the passenger compartment can be further reduced.

  Further, as described above, although the collision load is concentrated on the suspension support portions 22, 22, each suspension support portion 22 is connected to the perimeter by the front suspension tower member 43, the first rear suspension tower member 44, and the second rear suspension tower member 45. Since it is connected to each side frame 33 of the frame 3, not only the connecting cross member 48 but also the front suspension tower member 43, the first rear suspension tower member 44, and the second rear suspension tower member 45 receive the collision load. Can do.

  Furthermore, as shown in FIG. 2, each first front upper frame 41, each second front upper frame 47, each rear upper frame 42, each front suspension tower member 43, each first rear suspension tower member 44, each first (2) The rear suspension tower member 45 and the connecting cross member 48 are assembled so that their respective axes intersect the axis of each suspension support portion 22 that is a cylindrical member, that is, at the center of the suspension support portion 22 in plan view. Further, by coupling to the suspension support portion 22, it is easy to transmit the collision load between each frame and each member, and the collision load can be smoothly concentrated on the connecting cross member 48.

<< Second Embodiment >>
FIG. 7 is a schematic plan view of a vehicle body that employs a vehicle body front structure according to the second embodiment of the present invention. The second embodiment differs from the first embodiment in that the direction in which the first front upper frame 41 ′ and the rear upper frame 42 ′ are bent is outside in the vehicle width direction. In the following description, the same components as those in the first embodiment are denoted by the same reference numerals, and further description is omitted.

  In the second embodiment, suspension support portions 22 ′ and 22 ′ for attaching the upper end portions of the left and right suspension dampers 63 and 63 are positioned outward in the vehicle width direction as compared with the first embodiment.

  On each of the left and right sides, each suspension support portion 22 ′ and the end of the upper frame 21 a of the radiator shroud 21 are connected by a first front upper frame 41 ′ extending in the front-rear direction. Each of the first front upper frames 41 ′ is inclined so as to be positioned upward and outward in the vehicle width direction toward the rear. Each suspension support portion 22 ′ and each end portion of the cowl box 16 in the vehicle width direction are connected by a rear upper frame 42 ′ extending in the front-rear direction. Each of the rear upper frames 42 is inclined so as to be located upward and outward in the vehicle width direction toward the rear.

  At this time, each first front upper frame 41 'is inclined more outward in the vehicle body width direction than each rear upper frame 42' as it goes rearward. Specifically, among the angles formed by the axis X ′ of the first front upper frame 41 ′ and the axis Y ′ of the rear upper frame 42 ′, the angle α ′ on the outer side in the vehicle width direction is the angle β on the inner side in the vehicle width direction. Is bigger than '. That is, the first front upper frame 41 ′ and the rear upper frame 42 ′ are coupled to the suspension support portion 22 ′ in a state in which the first front upper frame 41 ′ and the rear upper frame 42 ′ are bent outward in the vehicle width direction.

  The second front upper frame 47 ′, the front suspension tower member 43 ′, the first rear suspension tower member 44 ′, and the second rear suspension tower member 45 ′ have suspension support portions 22 ′ disposed outward in the vehicle width direction. Along with this, the suspension support portion 22 ′ is coupled to the suspension support portion 22 ′ inclining outward in the vehicle width direction as compared with the first embodiment. Further, the connection cross member 48 ′ extends in the vehicle width direction as compared with the first embodiment as the suspension support portion 22 ′ is disposed outward in the vehicle width direction, and the suspension support portion 22 ′. Is bound to.

  In the frame structure F configured as described above, the collision load can be absorbed by the connecting cross member 48 ′ at the time of a vehicle front collision.

  Specifically, the first front upper frame 41 'and the rear upper frame 42' on the left and right are not connected in a straight line but are bent and connected to the outside in the vehicle width direction. Is transmitted, the first front upper frame 41 ′ and the rear upper frame 42 ′ are connecting portions between the first front upper frame 41 ′ and the rear upper frame 42 ′ so as to bend further outward. A collision load acts on the suspension support portion 22 'outward in the vehicle width direction. While this collision load is small, it is received by the connecting cross member 48 '. When the collision load increases, the connecting cross member 48 ′ is deformed in the pulling direction, so that the collision load is absorbed. Thus, a part of the collision load acting on the suspension support portion 22 ′ is absorbed by the connecting cross member 48 ′. A part of the collision load acting on the connecting cross member 48 ′ is transmitted to the upper end portion of the hinge pillar 15 through the reinforcing members 49, 49 attached to the connecting cross member 48 ′.

  That is, the first front upper frame 41 ′ and the rear upper frame 42 ′ are joined in a state of being bent outward in the vehicle width direction, so that the suspension support portion 22 ′, which is a joint portion thereof, is outside in the vehicle width direction. A collision load can be applied in the direction, and the collision load can be absorbed by the connecting cross member 48 ′ connected between the left and right suspension support portions 22 ′ and 22 ′. As a result, it is possible to reduce the collision load transmitted to the vehicle compartment via the rear upper frame 42 ', and to improve the safety performance of the vehicle body.

  Further, even in the configuration in which the first front upper frame 41 ′ and the rear upper frame 42 ′ are joined in a state of being bent outward in the vehicle width direction as in the first embodiment, By connecting the first rear suspension tower member 44 ′ and the second rear suspension tower member 45 ′, the collision load acting on the suspension support portion 22 ′ is transmitted not only to the coupling cross member 48 ′ but also to the side frame 33. Can be dispersed to absorb the collision load. Further, the collision load can be directly dispersed from the suspension support portion 22 ′ to the floor frame 13 by the second rear suspension tower member 45 ′.

  Further, the side frame 33, the front suspension tower member 43 ′, and the first rear suspension tower member 44 ′ or the second rear suspension tower member 45 ′ form a triangular truss, so that the perimeter frame 3 and the suspension support portion 22 are formed. 'Can be improved, and as a result, the responsiveness during driving of the vehicle can be improved and the steering stability can be improved.

  Further, the ratio of the collision load transmitted to the suspension support portions 22 ′ and 22 ′ out of the collision load acting on the radiator shroud 21 by the second front upper frame 47 ′ and the front suspension tower member 43 ′ is increased. The ratio of the collision load absorbed by the cross member 48 ′ can be increased, and the collision load transmitted to the passenger compartment side can be further reduced.

  Further, the front suspension tower member 43 ′, the first rear suspension tower member 44 ′, and the second rear suspension tower member 45 ′ can receive a collision load.

  Furthermore, each first front upper frame 41 ′, each second front upper frame 47 ′, each rear upper frame 42 ′, each front sustower member 43 ′, each first coupled to each suspension support portion 22 ′. The rear suspension tower member 44 ′, each second rear suspension tower member 45 ′, and the connecting cross member 48 ′ are coupled to the side peripheral surface of the suspension support portion 22 ′, and the axis of each frame and member is a cylindrical member. By connecting to the suspension support portion 22 ′ so as to intersect the axis of each suspension support portion 22 ′, it becomes easy to transmit the collision load between each frame and each member, and the collision load is applied to the connecting cross member. You can concentrate smoothly.

<< Other Embodiments >>
The present invention may be configured as follows for the first and second embodiments.

  Each of the first front upper frames 41 (41 ′), each of the second front upper frames 47 (47 ′), each of the rear upper frames 42 (42 ′), and the connecting cross member 48 (48 ′) includes a suspension support portion. However, the present invention is not limited to this. That is, the first front upper frames 41 (41 ′), the second front upper frames 47 (47 ′), the rear upper frames 42 (42 ′), and the suspension support portions 22 (22 ′) You may comprise so that connection cross member 48 (48 ') may be joined. Even in such a configuration, the collision load acts on the inner side or the outer side in the vehicle width direction at the joint portion between each first front upper frame 41 (41 ′) and each second front upper frame 47 (47 ′). The collision cross member 48 (48 ') can absorb the collision load. In this configuration, the front support frame that connects the suspension support portion 22 (22 ′) and the radiator shroud 21, and the rear side that connects the suspension support portion 22 (22 ′) and the cowl box 16 are provided. A support frame may be provided separately.

  The front end portion of the first front upper frame 41 (41 ') is coupled to the longitudinal end portion of the upper frame 21a, but is not limited thereto. That is, the front end portion of the first front upper frame 41 (41 ') is not limited to the end portion and may be joined to any portion as long as it is on the upper frame 21a.

  Further, the first rear suspension tower member 44 (44 ') and the second rear suspension tower member 45 (45') are employed as the rear suspension tower members, but the present invention is not limited to this. That is, only one of the suspension tower members may be provided, or a rear suspension tower member may be further added.

  The suspension device 6 is a strut type suspension in which the wheel support member 18 is supported by the lower arm 61 and the suspension damper 63, but is not limited to this, and the wheel support member 18 is supported by the lower arm and the upper arm. A double wishbone suspension in which a suspension damper is attached between the lower arm and the upper arm may be employed. Even in such a case, by supporting the lower arm on the side frame 33 between the lower end of the front suspension tower member 43 and the lower end of the first rear suspension tower member 44, the front suspension tower member 43 and the first rear side are supported. The suspension tower member 44, the side frame 33, the lower arm, and the suspension damper can form a substantially quadrangular pyramid, thereby improving the support rigidity of the suspension damper.

  Further, the lower arm 61 is provided with a cylindrical elastic bush 61d extending in the vertical direction at the inner end in the vehicle width direction of the rear lower arm 61b, and is rotatable about the vertical axis with respect to the side frame 33. However, it is not limited to this. That is, similarly to the front lower arm 61a, a cylindrical elastic bush extending in the front-rear direction is provided at the inner end in the vehicle width direction of the rear lower arm 61b, and the front-rear direction with respect to the side frame 33 via the elastic bush. You may comprise so that it may be pivotally supported around an axis | shaft so that rotation is possible.

  As described above, the present invention is useful for a vehicle body front portion structure in which a shroud portion provided at a front end portion of an engine room and a front end portion of a vehicle compartment portion are connected by a frame member.

It is a perspective view of the vehicle body front part structure concerning a 1st embodiment of the present invention. It is a top view of a vehicle body front part structure. It is a side view of a vehicle body front part structure. It is a principal part perspective view which shows the support structure of an engine. It is an expansion | deployment perspective view which shows the support mount of an engine. It is a side view which shows the mode of a deformation | transformation of the frame structure at the time of a front collision. It is a top view of the vehicle body front part structure concerning the 2nd Embodiment of this invention.

Explanation of symbols

X axis of first front upper frame Y axis of rear upper frame α outer corner in vehicle width direction β inner corner in vehicle width direction 1 cabin 2 engine room 13 floor frame 16 cowl box (cowl part)
21 Radiator shroud (shroud part)
21a Upper frame (upper side)
21b Lower frame (lower side)
21c Vertical frame (vertical side)
22 Suspension support 3 Perimeter frame 31 Front frame (front side)
32 Rear frame (rear side)
33 Side frame (side part)
41 First front upper frame (front upper frame)
42 Rear upper frame 43 Front suspension tower member (front suspension tower member)
44 First rear suspension tower member (rear suspension tower member)
45 Second rear suspension tower member (rear suspension tower member)
47 Second front upper frame (second front upper frame)
63 Suspension damper

Claims (7)

A shroud portion provided at a front end portion of the engine room, a cowl portion provided at a rear end portion of the engine room and constituting a front end portion of the vehicle compartment portion, and the shroud portion and the cowl portion on each of the left and right sides. A vehicle body front structure including a pair of left and right frame members to be connected,
Each of the frame members includes a front upper frame whose front end portion is coupled to the shroud portion, and a front end portion coupled to the rear end portion of the front upper frame, while a rear end portion is coupled to the cowl portion. A side upper frame,
A connecting cross member extending in the vehicle width direction and connecting the connecting portions of the front upper frames and the rear upper frames;
On the left and right sides, of the angles formed by the axis of each front upper frame and the axis of each rear upper frame in plan view, the outer corner in the vehicle width direction is more than the inner corner in the vehicle width direction. Body front structure characterized by being small. A shroud portion provided at a front end portion of the engine room, a cowl portion provided at a rear end portion of the engine room and constituting a front end portion of the vehicle compartment portion, and the shroud portion and the cowl portion on each of the left and right sides. A vehicle body front structure including a pair of left and right frame members to be connected,
Each of the frame members includes a front upper frame whose front end portion is coupled to the shroud portion, and a front end portion coupled to the rear end portion of the front upper frame, while a rear end portion is coupled to the cowl portion. A side upper frame,
A connecting cross member extending in the vehicle width direction and connecting the connecting portions of the front upper frames and the rear upper frames;
On the left and right sides, of the angles formed by the axis of each front upper frame and the axis of each rear upper frame in plan view, the outer corner in the vehicle width direction is more than the inner corner in the vehicle width direction. Body front structure, characterized by its large size. The vehicle body front part structure according to claim 1 or 2,
The rear end portion of each front upper frame and the front end portion of each rear upper frame are provided between the shroud portion and the cowl portion and support a pair of left and right suspension dampers that respectively support upper end portions of the left and right suspension dampers. The vehicle body front part structure characterized by being joined via each suspension support part. In the vehicle body front part structure according to claim 3,
A pair of left and right sides having a front side part, a rear side part, and a pair of left and right side parts are formed in a substantially rectangular frame shape, and the rear end part extends in the vehicle body longitudinal direction at the lower part of the vehicle compartment A perimeter frame connected to the floor frame of
A front suspension tower member that extends obliquely downward from the front of the vehicle body on each of the left and right sides and is coupled to each side portion of the perimeter frame;
A vehicle body front structure, further comprising rear suspension tower members that extend obliquely downward and rearward of the vehicle body from the suspension support portions on the left and right sides, and are coupled to the side portions of the perimeter frame. The vehicle body front part structure according to claim 3 or 4,
The shroud portion is formed in a substantially rectangular frame shape having an upper side portion, a lower side portion, and a pair of left and right vertical sides,
The front end of each front upper frame is coupled to the upper side,
The vehicle body front further comprising a second front upper frame that extends obliquely downward and forward from the vehicle body on each of the left and right sides and is coupled to the vertical sides of the shroud. Part structure. The vehicle body front part structure according to claim 4,
On the left and right sides,
The rear end of each side part is connected to the front end of each floor frame,
The vehicle body front structure, wherein the rear suspension tower member has a lower end portion coupled to a rear end portion of each side portion. The vehicle body front part structure according to claim 4,
The front upper frames, the rear upper frames, the connecting cross members, the front suspension tower members, and the rear suspension tower members are coupled to the suspension support portions so that their axes are gathered at one point in plan view. The front structure of the vehicle body characterized by that.

Images