JP2010195134A - Vehicle front part structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a vehicle front part structure supporting a power unit on a vehicle body by using a bumper frame member. <P>SOLUTION: The vehicle front part structure 10 includes a pair of front side members 12 made longer in a vehicle front/rear direction and arranged in parallel in a vehicle width direction, a bumper reinforcement 28 made longer in the vehicle width direction and laid between the front end portions of the pair of front side members 12, a pair of left and right engine mounts 64 for elastically connecting the power unit 50 which is arranged on the vehicle rear side of the bumper reinforcement 28 and has a roll shaft along the vehicle width direction, to the pair of front side members 12, and a connection member 66 for connecting the power unit 50 and the bumper reinforcement 28. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle front structure in which a power unit is arranged.

  A power unit support structure is known in which both ends of the power unit in the vehicle width direction are supported on the vehicle body frame via a pair of left and right mounts, and the lower part of the power unit is connected to a cross member at the lower part of the vehicle body via a torque rod extending rearward of the vehicle. (For example, refer to Patent Document 1). In addition, in the case of a frontal collision of a vehicle, a technique for destroying a torque rod and ensuring a crash stroke of a vehicle body is known (for example, see Patent Documents 2 and 3). On the other hand, there is known a front vehicle body structure in which a radiator is disposed above the engine so that the engine is disposed immediately after the front bumper (see, for example, Patent Document 4).

JP 2007-313924 A JP 2005-195155 A Japanese Patent Laid-Open No. 2004-243952 JP-A-6-328931

  By the way, there is room for improvement in the mounting structure on the vehicle body of the engine arranged at the front end in the vehicle longitudinal direction in the engine room as in Patent Document 4.

  It is an object of the present invention to obtain a vehicle front structure that can support a power unit on a vehicle body using a bumper skeleton member.

  The vehicle front structure according to the first aspect of the present invention has a pair of vehicle body skeleton members that are each elongated in the vehicle longitudinal direction and are arranged in parallel in the vehicle width direction, and are elongated in the vehicle width direction. A bumper skeleton member connected to a front end portion of each of the members in the vehicle front-rear direction so as to be able to transmit a load rearward in the vehicle front-rear direction, and disposed rearward of the bumper skeleton member in the vehicle front-rear direction along the vehicle width direction A pair of mount members elastically coupled to each of the pair of vehicle body skeleton members, and a coupling member for coupling the power unit and the bumper skeleton members.

  In the vehicle front structure according to claim 1, the power unit is elastically supported by the vehicle body frame member via the mount member on both sides in the vehicle width direction, and via the connecting member on the front side in the vehicle front-rear direction. It is supported by the bumper skeleton member. As a result, the power unit having the rotating shaft along the vehicle width direction is stably supported by the vehicle body with respect to the roll around the axis substantially along the vehicle width direction.

  Here, for example, when a load exceeding a predetermined value from the front to the rear in the vehicle longitudinal direction acts on the bumper skeleton member, this load is directly applied from the bumper skeleton member or indirectly through the connecting member, the power unit, and the mount member. In general, it is input (supported) to the body frame member. That is, the load from the bumper reinforcement is mainly supported by the pair of vehicle body skeleton members. For this reason, in the front structure of the vehicle, for example, in the case of a frontal collision, the power unit can be moved rearward so as not to change the posture, and the impact of the collision can be absorbed. That is, in this vehicle front part structure, it is possible to secure an impact absorbing stroke and ensure a stable impact absorbing performance (reduction in peak load).

  Thus, in the vehicle front structure according to the first aspect, the power unit can be supported on the vehicle body using the bumper skeleton member.

  According to a second aspect of the present invention, there is provided a vehicle front portion structure according to the first aspect, in which the front end portion in the vehicle front-rear direction of each of the pair of vehicle body skeleton members acts in the vehicle front-rear direction. A buffer member that is deformed by a compressive load equal to or greater than the value is provided, and an elastic member is interposed between each buffer member and the bumper skeleton member.

  In the vehicle front structure according to the second aspect, the elastic member is interposed between the bumper skeleton member and the buffer member (vehicle body skeleton member). For this reason, the bumper skeleton member and the power unit connected via the connecting member are elastically (floating) supported by the mount member and the elastic member with respect to the vehicle body. Thereby, it can suppress that the vibration of a power unit is transmitted to a vehicle body. In addition, the space around the bumper skeleton member can secure an elastic member arrangement space, for example, compared to the lower part of the engine room, etc., so that vibration absorbing performance can be improved by using a relatively large elastic member. Can do.

  A vehicle front portion structure according to a third aspect of the invention is the vehicle front portion structure according to the second aspect, wherein the elastic members are respectively provided on both sides of the bumper skeleton member in the vehicle vertical direction, and the bumper skeleton is provided. The member is sandwiched in the vehicle vertical direction by the buffer member via the pair of upper and lower elastic members.

  In the vehicle front structure according to claim 3, the bumper skeleton member is vibrated in the vehicle vertical direction along with the roll of the power unit. This vibration is caused by a pair of elastic members sandwiching the bumper skeleton member from above and below in the vehicle vertical direction. It is absorbed well.

  According to a fourth aspect of the present invention, there is provided the vehicle front portion structure according to any one of the first to third aspects, wherein the connecting member is compressed more than a predetermined value acting in the vehicle front-rear direction. It is configured to be deformed by a load.

  In the vehicle front structure according to the fourth aspect, the bumper skeleton member is brought close to the power unit supported by the vehicle body skeleton member via the mount member by compressing and deforming the connecting member, for example, in the case of a frontal collision. Thereby, a better shock absorbing stroke is ensured.

  As described above, the vehicle front structure according to the present invention has an excellent effect that the power unit can be supported on the vehicle body using the bumper skeleton member.

It is a perspective view showing the mounting structure of the power unit which constitutes the outline whole composition of the body front part structure concerning the embodiment of the present invention. It is a side view showing typically the mounting structure of the power unit which constitutes the outline whole composition of the body front part structure concerning the embodiment of the present invention. It is a top view which shows the mounting structure of the power unit which comprises the schematic whole structure of the vehicle body front part structure which concerns on embodiment of this invention. (A) is sectional drawing along the 3A-3A line of FIG. 3, (B) is sectional drawing along the 3B-3B line of FIG. It is a perspective view which shows the front bumper which comprises the vehicle body front part structure which concerns on embodiment of this invention. 1 is a side sectional view schematically showing a vehicle body front structure according to an embodiment of the present invention. It is a top view showing typically a vehicle body front part structure concerning an embodiment of the present invention. It is a typical side view for demonstrating the extension mechanism of the wheel base by the vehicle body front part structure which concerns on embodiment of this invention by the comparison with a comparative example. It is a side view showing typically the outline whole composition of the body front part structure concerning a comparative example with the embodiment of the present invention.

  A vehicle front structure 10 according to an embodiment of the present invention will be described with reference to FIGS. First, the configuration of the vehicle body 11 of the automobile A to which the vehicle front structure 10 is applied will be described, then the schematic mounting state of each unit in the engine room E and the instrument panel space I will be described, and then the power unit to the vehicle body 11 will be described. The 50 mounting structure will be described. Note that an arrow FR appropriately shown in the drawing indicates a forward direction in the vehicle longitudinal direction, an arrow UP indicates an upward direction in the vehicle vertical direction, an arrow IN indicates an inner side in the vehicle width direction, and an arrow OUT indicates an outer side in the vehicle width direction.

(Schematic structure of the car body)
6 shows a vehicle front structure 10 in a schematic side sectional view, and FIG. 7 shows a vehicle front structure 10 in a schematic plan sectional view. As shown in these drawings, the vehicle body 11 includes a front side member 12 as a pair of left and right vehicle body skeleton members that are elongated in the vehicle longitudinal direction.

  A rear portion 12A of the front side member 12 in the vehicle front-rear direction is continued to a front end in the vehicle front-rear direction of a tunnel side member 15 that extends in the vehicle front-rear direction along a floor tunnel 14 formed on the floor F of the vehicle. The front side member 12 is located on the outer side in the vehicle width direction with respect to the tunnel side member 15, and a rear portion 12A of the front side member 12 that connects them is inclined with respect to the vehicle front-rear direction. As a result, in the vehicle front structure 10, as shown in FIG. 7, the left and right front side members 12 and the tunnel side member 15 form a vehicle body skeleton having a substantially “Y” shape in plan view. Further, the left and right tunnel side members 15 are respectively fixed to corners formed on the upper side of the floor tunnel 14. In this way, the tunnel side member 15 arranged at the upper part of the floor tunnel 14 is substantially linearly continuous with the front side member 12 in a side view, and a kick portion (a remarkable kick is formed between the front side member 12 and the front side member 12). Part) is not formed.

  Further, in this embodiment, the front side member 12 has a branch portion 12B branched to the vehicle outer side of the rear portion 12A, and the branch portion 12B extends in the vehicle front-rear direction at the outer end in the vehicle width direction of the vehicle body 11. The rocker 16 is a skeleton member that is connected to the front end in the vehicle longitudinal direction. As shown in FIGS. 7 and 8, the front end of the rocker 16 is connected to the lower end of the front pillar 18 that is a skeleton member extending in the vertical direction of the vehicle.

  In the vehicle body 11, as shown in FIG. 6, the rear ends of the floor tunnel 14 and the tunnel side member 15 in the vehicle front-rear direction extend to the vehicle front of the cross member 20 that extends in the vehicle width direction and connects the left and right rockers 16. It is fixed. The cross member 20 is a frame member for supporting the front seat 22 of the vehicle body 11. For this reason, the vehicle body 11 is configured such that the floor tunnel 14 does not exist on the floor F of the vehicle behind the cross member 20, and the floor F for the rear seat (not shown) is flat and low in each part in the vehicle width direction. It is configured.

  On the other hand, the front and rear ends 12C of the left and right front side members 12 are bridged by a bumper reinforcement 28 as a bumper skeleton member constituting a front bumper 26 extending in the vehicle width direction. As shown in FIG. 5A, the front bumper 26 has a bumper reinforcement 28 covered from the front of the vehicle by a front bumper cover 30, and an absorber 32 is disposed between the bumper reinforcement 28 and the front bumper cover 30. Configured. In this embodiment, a crash box 68 described later is interposed between the bumper reinforcement 28 and the front end 12 </ b> C of each front side member 12.

  As described above, in the vehicle body 11, when a frontal collision occurs, the load is transmitted to the rear part in the vehicle longitudinal direction mainly through the bumper reinforcement 28, the front side member 12, the tunnel side member 15, and the rocker 16. It has become. Although not shown, a skeleton member (other than the rocker 16) for transmitting the load transmitted from the tunnel side member 15 to the cross member 20 to the rear in the vehicle front-rear direction is provided under the rear floor of the vehicle body 11. It extends in the front-rear direction.

  Further, in the vehicle body 11, a suspension member (sub-sub) that extends in the vehicle width direction below the front side member 12 in the vehicle vertical direction in front of the fore-and-aft direction of the bifurcated portion 12B of the left and right front side members 12. Frame) 33 is supported. The suspension member 33 supports a front suspension (not shown) that supports a later-described front wheel 60 so as to be relatively displaceable with respect to the vehicle body.

  As shown in FIG. 6, in the vehicle body 11, an engine that is a vehicle front space in which a power unit 50, an air conditioner unit 72, a cooling unit 74, and the like, which will be described later, are disposed behind the bumper reinforcement 28 in the vehicle front-rear direction. Room E is formed. The rear end of the engine room E in the vehicle front-rear direction is defined by a dash panel 34 that partitions the engine room E and the vehicle compartment C. The dash panel 34 extends in the vehicle vertical direction over the entire width between the left and right front pillars 18. As shown in FIG. 6, the upper end of the dash panel 34 in the vertical direction of the vehicle is connected to a cowl reinforcement 36 constituting a cowl. The cowl reinforcement 36 fixedly supports the lower end of the windshield glass WS in the vehicle vertical direction.

  The dash panel 34 is covered with an instrument panel 38 from the passenger compartment C side. The instrument panel 38 forms an instrument panel space I in which a battery 76 to be described later is disposed between the instrument panel 38 and the dash panel 34. In the instrument panel space I, an instrument panel reinforcement 40, which is a skeleton member spanning the left and right front pillars 18, is disposed (see FIG. 6). Although illustration is omitted, in the instrument panel space I, a part of the steering device, various airbag devices, and the like are arranged.

  As shown in FIG. 6, the dash panel 34 is formed with a window 42 for accessing the instrument panel space I from the engine room E side. The window portion 42 in this embodiment is formed in a bulging portion 34 </ b> A that bulges rearward in the vehicle front-rear direction at the vehicle width direction center portion of the dash panel 34.

(Power unit, air conditioner unit / cooling unit / battery installed)
As shown in FIGS. 6 and 7, behind the bumper reinforcement 28 in the engine room E in the vehicle front-rear direction, a power unit 50 that generates the driving force for driving the automobile A and an air conditioner unit 72 for air conditioning in the passenger compartment C are provided. The cooling unit 74 is arranged in this order from the front side in the vehicle front-rear direction. A battery 76 is disposed in the instrument panel space I behind the air-conditioner unit 72 for air conditioning in the vehicle front-rear direction.

  As shown in FIG. 7, the power unit 50 includes an engine 52 that is an internal combustion engine and an electric motor 54 as drive sources. Therefore, the automobile A is a hybrid automobile having two drive sources. Specifically, the power unit 50 includes a horizontal engine 52 having a crankshaft (not shown) along the vehicle width direction, and a transaxle 56 coupled to the engine 52 so that power can be transmitted. Has been. The transaxle 56 includes an electric motor 54, a generator (not shown), a power split mechanism, a transmission such as a continuously variable transmission, and the like. In this embodiment, the transaxle 56 includes an electric motor 54, a generator, and an inverter electrically connected to the battery 76. Therefore, the power unit 50 according to this embodiment can also be regarded as a power plant.

  A drive shaft 58 extending in the vehicle width direction, which is an output shaft of the power unit 50, is connected to the front wheel 60 so as to be able to transmit a driving force, as shown in FIG. Further, the front wheel 60 is connected to a tie rod 62 constituting a steering device so that the steering wheel can be steered by steering.

  As shown in FIGS. 6 and 7, in the vehicle front structure 10, the power unit 50 is disposed close to the rear of the bumper reinforcement 28 in the vehicle front-rear direction. That is, in the vehicle front structure 10, the radiator 114 and the air conditioner condenser 116 that are arranged in the automobile according to the comparative example (FIG. 9) described later are not arranged between the bumper reinforcement 28 and the power unit 50. In the vehicle front part structure 10, the power unit 50 is disposed close to the bumper reinforcement 28 using a space obtained by the absence of the radiator 114 and the air conditioner capacitor 116.

  The air conditioner unit 72 accommodates a cooling evaporator, a heater core, a blower blower, a blower switching damper device, and the like included in a refrigerating cycle in the air conditioner case. It is configured. In the example of FIG. 6, the connection state of the register nozzle 72A for blowing air from the air conditioner unit 72 toward the passenger in the passenger compartment and the defroster nozzle 72B for blowing air to the windshield glass WS is illustrated. In addition, a foot nozzle for blowing foot, a side register nozzle, a rear seat nozzle for blowing rear seats (all not shown), and the like are connected to the air conditioner unit 72. Further, the air conditioner unit 72 is provided with a cooling nozzle 88 for cooling the cooling unit 74.

  The cooling unit 74 includes a heat exchanging unit, a fan for guiding cooling air to the heat exchanging unit, and a fan shroud that covers the heat exchanging unit and the fan from respective peripheral portions. The heat exchanging unit is configured by modularizing a radiator for cooling the power unit 50 and a capacitor constituting the refrigeration cycle of the vehicle air conditioner. In other words, the heat exchanging unit includes a heat exchanger of engine cooling water and cooling air (air), and a heat exchanger of air conditioner refrigerant and cooling air. In the radiator 114 and the air conditioner condenser 116 in the comparative example, It can be regarded as a part provided instead.

  The cooling unit 74 in this embodiment is modularized into the air conditioner unit 72. In this embodiment, the air conditioner unit 72 and the cooling unit 74 are connected to each other through a pair of left and right brackets 78 so as to be integrally handled. Although not shown, the air conditioner capacitor constituting the heat exchanging unit is connected to a pipe forming a refrigerant circulation path of the air conditioner unit 72 in a state before being mounted on the vehicle.

  The cooling unit 74 modularized in the air conditioner unit 72 closes the opening end of the floor tunnel 14 facing the vehicle forward from the front of the vehicle via a seal member (not shown) while being supported by the vehicle body. Thereby, in this embodiment, the cooling unit 74 discharges the air (cooling air) provided for heat exchange in the heat exchanging portion to the outside of the vehicle through the floor tunnel 14.

  Further, the vehicle front structure 10 includes a duct 82 for guiding cooling air to the heat exchange unit. The duct 82 is configured as described above by causing a part of the under cover 84 that covers the engine room E from below in the vehicle vertical direction to bulge upward in the vehicle vertical direction. In the vehicle front structure 10, a plate-like flap 86 is provided directly below the cooling unit 74. The flap 86 receives the traveling wind of the automobile A, and generates a negative pressure portion behind the vehicle in the front-rear direction (downstream side of the air flow). With this negative pressure, the vehicle front structure 10 is configured to promote the cooling air to pass through the heat exchange unit.

  The battery 76 is a storage battery that stores electric power for driving the electric motor 54 of the power unit 50. The battery 76 has a sufficient charge capacity in such a dimension that it is disposed at the center in the vehicle width direction in the instrument panel space I through the window portion 42 of the dash panel 34 due to its high density. As shown in FIG. 6, the battery 76 is arranged on the rear side in the vehicle front-rear direction with respect to the air conditioner unit 72 and is modularized in the air conditioner unit 72.

  In this embodiment, the air conditioner unit 72 and the battery 76 are modularized so that they can be handled integrally by fastening or the like via a partition panel 90 and a rubber bush 92 that close the window portion 42 of the dash panel 34. Therefore, in this embodiment, the three components (units) of the air conditioner unit 72, the cooling unit 74, and the battery 76 are modularized. In this embodiment, the air conditioner unit 72 is provided with a battery cooling duct 94 for cooling the battery 76 and a battery cooling outlet 96.

  The battery 76 accommodated in the instrument panel space I through the window portion 42 as described above is supported on the floor tunnel 14 via the battery mount bracket 98. Accordingly, the module including the battery 76, the air conditioner unit 72, and the cooling unit 74 is supported by the vehicle body 11 as a whole by fixing the partition panel 90 to the dash panel 34 and elastically supporting the battery 76 with respect to the battery mount bracket 98. Yes.

(Power unit mounting structure)
As shown in FIGS. 1 and 3, in the vehicle front structure 10, the power unit 50 is supported by the vehicle body 11 via the front side member 12 and the bumper reinforcement 28. Specifically, the power unit 50 is elastically supported in the vicinity of the front end 12C of the left and right front side members 12 via left and right engine mounts 64 as mount members, respectively. Each engine mount 64 is a member in which rubber is coaxially filled between a metal inner cylinder and an outer cylinder. Each engine mount 64 has a configuration in which, for example, the outer cylinder is fixed to the front side member 12 and the inner cylinder is fixed to the power unit 50 so that the power unit 50 is elastically supported by the front side member 12.

  Furthermore, the vehicle front side portion of the power unit 50 and the rear surface of the bumper reinforcement 28 are coupled via a connecting member 66. The connecting member 66 is detachably connected to at least one of the power unit 50 and the bumper reinforcement 28 by fastening using bolts and nuts (not shown). Thereby, the power unit having the roll shaft along the vehicle width direction is stably supported by the vehicle body with respect to the roll.

  Crash boxes 68 as buffer members are interposed between the left and right front side members 12 and the bumper reinforcement 28, respectively. The crash box 68 is configured to absorb the load (impact energy) by being axially compressed and broken in the vehicle front-rear direction by a load from the front of the vehicle that is equal to or greater than a predetermined value. In this embodiment, a rubber bush (rubber mount) 70 as an elastic member is further interposed between the crash box 68 and the bumper reinforcement 28 as shown in FIG.

  The rubber bush 70 is provided so as to sandwich the bumper reinforcement 28 from both sides in the vehicle vertical direction, and is supported by the vertical support portion 68A of the crash box 68 from both sides in the vehicle vertical direction. Therefore, in this embodiment, the bumper reinforcement 28 and the power unit 50 connected via the connecting member 66 are elastically supported (floating support) via the left and right engine mounts 64 and the left and right rubber bushes 70. Has been.

  Thereby, in the vehicle front part structure 10, the vibration absorption effect which suppresses that the vibration of the power unit 50 is transmitted to the vehicle body 11 is acquired. For this reason, a gap is formed between the absorber 32 attached to the front bumper cover 30 and the bumper reinforcement 28, and interference caused by vibration between the power unit 50 side and the vehicle body 11 side is prevented. ing. In the configuration in which the absorber 32 is provided in the bumper reinforcement 28, a gap is set between the absorber 32 and the front bumper cover 30 therebetween.

  In the vehicle front structure 10, the connecting member 66 is configured to absorb the load (impact energy) by being axially compressed and broken in the vehicle front-rear direction by a load from the front of the vehicle that is a predetermined value or more. Yes. That is, the connecting member 66 is interposed between the bumper reinforcement 28 and the power unit 50 as a member corresponding to a crash box. Thus, in the vehicle front structure 10, the transmission of the collision load to the power unit 50 supported by the front side member 12 is suppressed by the connecting member 66 and the crash box 68.

  Next, the operation of this embodiment will be described.

  In the vehicle front structure 10 configured as described above, when a collision object collides with the front bumper 26 and reaches the frontal collision of the automobile A, the tunnel side member is routed through the bumper reinforcement 28, the crash box 68, and the front side member 12. 15, the collision load is transmitted (supported) to the rocker 16, and this collision load is further transmitted to the rear part of the vehicle body. In the vehicle front structure 10, a collision load is transmitted to the front side member 12 through the bumper reinforcement 28, the connecting member 66, and the power unit 50, and this collision load is further transmitted through the tunnel side member 15 and the rocker 16. Is transmitted to the rear of the vehicle body. At this time, the connecting member 66 and the crash box 68 are compressed and broken, and the impact load transmitted to the front side member 12 is reduced.

  Here, in the vehicle front structure 10, the power unit 50 is supported by the front side member 12 and the bumper reinforcement 28 constituting the vehicle body 11 via the left and right engine mounts 64 and the connecting members 66. For this reason, the vehicle front structure 10 is deformed in a well-balanced manner on both the upper and lower sides in the vertical direction of the vehicle during a frontal collision of the automobile A, thereby obtaining a stable impact absorbing effect.

  This point will be supplemented while comparing with the vehicle front structure 100 according to the comparative example shown in FIG. In the vehicle front structure 100 according to the comparative example, the pair of left and right front side members 102 are kick portions 102A in which rear portions in the vehicle front-rear direction extend obliquely rearward and downward, and floor under members in these kick portions 102A. 104 is continuous. In this vehicle front structure 100, a suspension member 106 extending in the vehicle width direction is attached to the vehicle lower side with respect to the kick portion 102A. The power unit 105 is supported by the left and right front side members 102 via the left and right engine mounts 108 and is supported by the suspension member 106 via the torque rod 110. In the vehicle front structure 100, the torque rod 110 suppresses the roll of the power unit 105 around the axis along the vehicle width direction. When a vehicle to which the vehicle front structure 100 is applied reaches a frontal collision, the shock absorbing strokes indicated by S1 and S2 in FIG. Is secured. On the other hand, at the lower part in the vehicle vertical direction, the torque rod 110 is stretched, and the shock absorption stroke is shortened with respect to the upper part. For this reason, in the front structure 100 of the vehicle, in the event of a frontal collision of the applied automobile, as shown by the imaginary line in FIG. A moment acts to bend (deform) in a direction in which the front end of the vehicle is lifted (tilted backward). For this reason, in the vehicle front structure 100, the vehicle body increases in size in order to ensure the required shock absorption performance (stroke) for a frontal collision, or the vehicle weight increases due to reinforcement for suppressing bending of the kick portion 102A. It will be.

  In contrast, in the vehicle front structure 10, the power unit 50 is not supported on the lower part of the vehicle body 11 in the vehicle vertical direction via the torque rod 110, so that a shock absorbing stroke is ensured even in the lower part of the vehicle vertical direction. be able to. On the other hand, in the vehicle front part structure 10, the connecting member 66 for suppressing the roll of the power unit 50 is compressed and deformed due to a frontal collision at the upper part in the vehicle vertical direction. Stroke is never reduced.

  As a result, the front structure 10 of the vehicle is deformed in a well-balanced manner between the upper and lower parts in the vertical direction of the vehicle in the event of a frontal collision, ensuring stable generated loads (loads that act in conjunction with shock absorption), and shock absorbing performance (crushable). Performance) can be ensured. As described above, the vehicle front structure 10 takes an advantageous form in the collision safety against the frontal collision, so that the required collision safety performance can be ensured without depending on the enlargement of the vehicle body or the increase in the vehicle weight (the vehicle body). The contribution to the reduction in size and weight will be supplemented later).

  Further, the vehicle front structure 10 is advantageous in terms of vibration isolation (absorption) of the power unit 50 as compared to the vehicle front structure 100 according to the comparative example. In other words, the vehicle front structure 100 has a configuration in which the torque rod 110 is disposed in a narrow space in a substantially central portion in the vehicle width direction at the lower part of the vehicle, and therefore there is a restriction on the size of the rubber bush that constitutes the torque rod 110. Further, in the vehicle front structure 100, since the load from the torque rod 110 is always input as a bending load at a substantially central portion in the longitudinal direction with respect to the suspension member 106 that is longitudinal in the vehicle width direction, the power unit 50 The vibration (amplitude) generated in the suspension member 106 due to the vibration generating force tends to increase.

  On the other hand, in the vehicle front structure 10, the bumper reinforcement 28 that constitutes the vehicle body skeleton rather than the suspension member 33 has a structure that suppresses the roll of the power unit 50 via the connecting member 66. In the vehicle front structure 10, the power unit 5 is supported by the bumper reinforcement 28 via a pair of left and right connecting members 66, so that it is easy to secure an arrangement space for the rubber bush 70, and rubber having a sufficient capacity A bush 70 is employed. Thus, in the vehicle front structure 10, it is possible to effectively suppress the vibration of the power unit 50 from being transmitted to the vehicle body 11.

  Moreover, in the vehicle front structure 10, the rubber bushes 70 provided above and below the bumper reinforcement 28 are sandwiched between the upper and lower support portions 68 </ b> A of the crash box 68, so that the roll of the power unit 50 is compressed by the rubber bush 70. Can be favorably supported (absorbed). That is, the bumper reinforcement 28 disposed in front of the power unit 50 is vibrated in the vertical direction of the vehicle by the roll of the power unit 50, and this vertical vibration of the vehicle is well absorbed (blocked) by the upper and lower rubber bushes 70. Is done.

  Further, in the vehicle front structure 10, the power unit 50 is supported by the front side member 12 and the bumper reinforcement 28. Therefore, the bumper reinforcement 28 and the power unit 50 connected by the connecting member 66 can be assembled to the front side member 12 from the front of the vehicle as a module. As a result, the vehicle front structure 10 does not require a process such as lifting the vehicle body 11 for assembling the power unit 50 as in the vehicle front structure 100 according to the comparative example, and the productivity and maintenance of the automobile A are improved. improves.

  Furthermore, in the vehicle front structure 10, since the power unit 50 is disposed at the front end of the engine room E in the front-rear direction of the vehicle, the front and rear of the power unit 50 having a large inertial mass during a frontal collision of the automobile A The forward movement of the direction is stopped in a short time.

  Here, in the vehicle front structure 10, the power unit 50 is positioned at the front end in the vehicle front-rear direction in the engine room E, so that the tunnel side member 15 and the front side member 12 arranged in the floor tunnel 14 are connected continuously. The configuration to be realized was realized. As a result, during a frontal collision of the automobile A, the load is transmitted to the rear in the vehicle front-rear direction via the front side member 12 and the tunnel side member 15. In other words, a backward load is transmitted near the center of gravity G (see FIG. 6) of the automobile A. For this reason, in the vehicle front structure 10, the front side member 12 and the tunnel side member 15 have low strength required for bending due to the front collision load.

  For example, in the vehicle front structure 100 according to the comparative example, the floor under member 104 below the floor that is greatly separated downward in the vehicle vertical direction from the load input point to the front side member 102 (near the vehicle center of gravity G in the vehicle vertical direction). The impact load is supported. In addition, when the torque rod 110 is stretched during the frontal collision, a force that lifts the power unit 105 upward and backward acts. For these reasons, the required strength for the bending (deformation indicated by the imaginary line in FIG. 9) of the kick portion 102A is high, and it is necessary to apply excessive reinforcement to other requirements. For this reason, in this comparative example, the vehicle body 11 becomes heavy.

  On the other hand, in the vehicle front structure 10, as described above, the front side member 12 is connected to the tunnel side member 15 that does not pass under the floor, and the upper and lower sides in the vehicle vertical direction are deformed in a well-balanced manner. The required strength for bending is reduced, which contributes to weight reduction of the vehicle body 11. Further, in the vehicle front structure 10, the suspension member 33 that does not support the power unit 50 can be reduced in size relative to the suspension member 106 constituting the vehicle front structure 100, thereby reducing the weight of the vehicle body 11. It contributes to.

  Further, in the vehicle front structure 10, as shown in FIG. 6, the power unit 50 is disposed immediately after the bumper reinforcement 28, that is, at the front end in the vehicle front-rear direction in the engine room E. That is, in the vehicle front structure 10, the power unit 50 is disposed in front of the vehicle in comparison with the vehicle front structure 100 in which the radiator 114 and the air conditioner condenser 116 are disposed at the front end in the engine room E (frontward). Has been moved). For this reason, in the vehicle front part structure 10, the front wheel 60 can be positioned in front of the vehicle together with the power unit 50, and the wheel base can be lengthened without increasing the size of the vehicle body 11. And the vehicle front part structure 10 contributes to the weight reduction of the motor vehicle A effectively by the weight reduction of the vehicle body 11 by this structure.

  This point will be supplemented. For example, when the vehicle body is reduced in weight by changing the material of the body outer plate (high-tensile steel plate or resin) and reducing the weight of the interior material, the power unit 50 becomes relatively heavy. For this reason, for example, in the comparative example shown in the upper part of FIG. 8, the weight of the front wheel 60 and the rear wheel 102 is unbalanced simply by reducing the weight of the vehicle body 200 alone. Specifically, the load sharing ratio of the front wheel 60 becomes excessive, and the wheel base needs to be extended. In order to extend the wheel base (see arrow A) as shown in the middle of FIG. 8, if the vehicle body 210 is extended rearward in the vehicle front-rear direction (see arrow B), the vehicle body becomes large. , The lightening effect of the vehicle body will fade.

  Here, the vehicle front portion structure 10 is configured to extend the wheel base by moving the power unit 50 forward of the vehicle, as schematically shown in the lower part of FIG. Therefore, it is possible to extend the wheel base with respect to the vehicle body 200 (see arrow C) with the vehicle body 11 that does not extend back and forth with respect to the vehicle body 200. And, by the extension of the wheel base, the load sharing of the front and rear wheels can be balanced with the configuration using the lightened vehicle body 11. Therefore, as described above, the vehicle front structure 10 contributes to effectively reducing the weight of the entire vehicle A by reducing the weight of the vehicle body 11.

  Further, in the vehicle front structure 10, the front overhang is shortened because the front wheel 60 moves forward of the vehicle as compared with the vehicle body 200 and the vehicle body 210 as described above. Thereby, for example, it contributes to the improvement of the motion performance and handling performance of the automobile A. Further, in the vehicle front structure 10, since the power unit 50 is disposed at the front end of the engine room E in the vehicle front-rear direction, a support member for supporting the radiator and the air conditioner condenser on the front end 12C of each front side member 12 and the like. Can be abolished. Furthermore, in the vehicle front structure 10, since the air conditioner unit 72 disposed behind the power unit 50 in the vehicle front-rear direction is disposed between the front and rear wheels, the weight balance of the automobile A is improved, and exercise performance based on this is further improved. It contributes to the improvement.

  In the above-described embodiment, an example in which the power unit 50 includes both the engine 52 that is an internal combustion engine and the electric motor 54 as drive sources has been described. However, the present invention is not limited to this, and for example, the power unit 50 is included in the present invention. It is good also as a structure which has only any one of the engine 52 and the electric motor 54 as a drive source. For example, in a configuration in which only the engine 52 is provided as the power unit 50, a configuration in which an electric motor as a drive source is disposed in the rear part of the vehicle front-rear direction or in the wheels may be employed.

  In the above-described embodiment, an example in which the rubber bush 70 is interposed between the crash box 68 and the bumper reinforcement 28 and the power unit 50 is rigidly coupled to the bumper reinforcement 28 via the connecting member 66 is shown. However, the present invention is not limited to this. For example, the crash box 68 is rigidly coupled to the bumper reinforcement 28, and the rubber bush 70 is interposed between the connecting member 66 and the power unit 50 or the bumper reinforcement 28. It is good also as a composition.

  In addition, the present invention is not limited to the configuration of the above-described embodiment, and it is needless to say that various modifications can be made without departing from the scope of the invention.

10 Vehicle front structure 12 Front side member (body frame member)
28 Bumper reinforcement (bumper frame member)
50 Power unit 64 Engine mount (mounting member)
66 Connecting member 68 Crash box (buffer member)
70 Rubber bush (elastic member)

Claims (4)

A pair of vehicle body skeleton members that are each longitudinal in the vehicle longitudinal direction and juxtaposed in the vehicle width direction;
A bumper skeleton member that is elongated in the vehicle width direction, and is connected to a front end portion in the vehicle longitudinal direction in each of the pair of vehicle body skeleton members so as to be able to transmit a load backward in the vehicle longitudinal direction;
A pair of mount members elastically coupled to each of the pair of vehicle body skeleton members, a power unit disposed at the rear of the bumper skeleton member in the vehicle longitudinal direction and having a rotation axis along the vehicle width direction;
A connecting member that connects the power unit and the bumper skeleton member;
Vehicle front structure with A cushioning member that is deformed by a compressive load that is greater than or equal to a predetermined value acting in the vehicle longitudinal direction is provided at the front end in the vehicle longitudinal direction in each of the pair of vehicle body skeleton members.
The vehicle front structure according to claim 1, wherein an elastic member is interposed between each of the buffer members and the bumper skeleton member. The elastic members are respectively provided on both sides of the vehicle vertical direction with respect to the bumper skeleton member,
The vehicle front structure according to claim 2, wherein the bumper skeleton member is sandwiched in the vehicle vertical direction by the buffer member via the pair of upper and lower elastic members.   The vehicle front part structure according to any one of claims 1 to 3, wherein the connecting member is configured to be deformed by a compressive load greater than or equal to a predetermined value acting in a vehicle longitudinal direction.

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