JP2013049321A - Vehicle front part structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively make compatible both impact resistance performance for the case that a load is inputted to a front wheel support part of a suspension arm from the front side of a vehicle when a vehicle travels, and energy absorption performance for the case that the vehicle has a front collision.SOLUTION: A vehicle front part structure 10 includes: a rear cross member 36 provided at a rear of a sub-frame 18; and a side rail 38 provided at a side of the sub-frame 18. The side rail 38 has: a side rail general part 40 extended in a vehicle longitudinal direction and to which a front fixing part 30 and a rear fixing part 32 of a lower arm 16 (suspension arm) are fixed; and a sub-arm rear side mounting part 42 extending from a rear part of the side rail general part 40 to the inside in a vehicle width direction and to a rear side of a vehicle provided on a line L1 extended between a front wheel support 28 and a rear wheel support 32 of the lower arm 16, and having a space 48 in a vehicle longitudinal direction between the rear cross member 36 and the sub-arm rear side mounting part.

Description

  The present invention relates to a vehicle body front structure.

  Conventionally, the vehicle body is provided with a subframe for supporting the suspension arm. As a structure for attaching the subframe to the vehicle body, there is a structure in which the subframe is fixed to the dash side member with a bolt, and the subframe is dropped by breaking the bolt at the time of a frontal collision of the vehicle. (For example, refer to Patent Document 1).

JP 2004-256052 A Japanese Patent Laid-Open No. 2004-130827 Japanese Patent Laid-Open No. 2004-203274 JP-A-6-298121 JP 2009-220754 A Japanese Patent Laid-Open No. 2002-240739

  However, in this type of structure, impact resistance performance when a load is input from the front of the vehicle to the front wheel support provided on the suspension arm during normal driving and energy absorption performance when a frontal collision occurs in the vehicle There is room for improvement in order to achieve a more effective balance.

  The present invention has been made in view of the above problems, and impact resistance performance when a load is input from the front side of the vehicle to the front wheel support portion of the suspension arm during normal traveling, and a frontal collision has occurred in the vehicle. It is an object of the present invention to provide a vehicle body front structure that can more effectively balance the energy absorption performance of the case.

  In order to solve the above-mentioned problem, the vehicle body front part structure according to claim 1 includes a front wheel support part for supporting a front wheel, a front side fixing part provided inside the vehicle width direction of the front wheel support part, A suspension arm having a rear side fixing portion provided on the inner side in the vehicle width direction of the front wheel support portion and on the rear side of the vehicle, and a rear portion provided in the rear portion of the subframe that extends in the vehicle width direction and supports the suspension arm. A cross member is extended in the vehicle front-rear direction to fix the front side fixing portion and the rear side fixing portion, and an end portion of the rear cross member on the outer side in the vehicle width direction is coupled to the rear portion, and the sub A side rail general portion constituting a general portion of the side rail provided on the side of the frame, and a rear end portion of the side rail general portion extending inwardly in the vehicle width direction and rearward of the vehicle. A rear portion of the drail is formed, and is provided on an extension line of a line connecting the front wheel support portion and the rear side fixing portion, is fixed to the vehicle body, and has a clearance in the vehicle front-rear direction between the rear cross member. And a sub-frame rear mounting portion.

  According to this vehicle body front part structure, the sub-frame rear attachment portion for fixing the sub-frame to the vehicle body is provided on an extension of the line connecting the front wheel support portion and the rear-side fixing portion. Therefore, even when a load is input from the front side of the vehicle during normal driving to the front wheel support portion of the suspension arm, the component force of this load is subtracted along the extension of the line connecting the front wheel support portion and the rear fixed portion. Input to the frame rear attachment part. Thereby, it can suppress that a bending moment arises in a sub-frame rear attachment part centering | focusing on the attachment point to the vehicle body of a sub-frame rear attachment part. As a result, it is possible to ensure impact resistance when a load is input from the front side of the vehicle to the front wheel support portion of the suspension arm during normal traveling.

  Further, the sub-frame rear mounting portion extends from the rear end portion of the side rail general portion to the vehicle width direction inner side and the vehicle rear side to form the rear portion of the side rail, and between the rear cross member and the vehicle front-rear direction. There is a gap. Therefore, when a frontal collision occurs in the vehicle, starting from the connecting portion with the side rail general portion in the subframe rear mounting portion, the subframe rear mounting portion is bent until it contacts the rear cross member. Energy at the time of frontal collision can be absorbed. As a result, energy absorption performance when a frontal collision occurs in the vehicle can be ensured.

  Thus, according to this vehicle body front part structure, the impact resistance performance when a load is input from the front side of the vehicle to the front wheel support portion of the suspension arm during normal traveling and the energy when a frontal collision occurs in the vehicle. Absorption performance can be more effectively achieved.

  The vehicle body front part structure according to claim 2 is the vehicle body front part structure according to claim 1, in which a weak part is formed at a connection part with the side rail general part in the sub-frame rear attachment part. is there.

  According to this vehicle body front part structure, the weak part is formed in the connection part with the side rail general part in the subframe rear side attachment part. Therefore, as described above, when a frontal collision occurs in the vehicle, it is possible to smoothly fold the subframe rear mounting portion from the fragile portion until it comes into contact with the rear cross member. Thereby, the energy at the time of a frontal collision can be absorbed more effectively.

  The vehicle body front structure according to claim 3 is the vehicle body front structure according to claim 1 or 2, wherein the subframe rear mounting portion and the vehicle are arranged on the vehicle rear side of the subframe rear mounting portion. Opposed in the front-rear direction, an opposing wall portion supported by the vehicle body is provided.

  According to this vehicle body front portion structure, on the vehicle rear side of the sub-frame rear attachment portion, the opposed wall portion is provided opposite to the sub-frame rear attachment portion in the vehicle front-rear direction and supported by the vehicle body. Therefore, even when a large load is input to the front portion of the vehicle body at the time of a frontal collision, the subframe rear mounting portion can be supported by the opposing wall portion from the vehicle rear side. Thereby, since a bigger load can be generated with respect to a collision object, approach to the compartment side of a collision object can be controlled still more effectively.

  The vehicle body front part structure according to claim 4 is the vehicle body front part structure according to claim 3, wherein the vehicle body front part structure is provided at a side part of the vehicle body front part, and extends in the vehicle front-rear direction. A cross member extending at the outer side in the vehicle width direction and coupled to the front side member; a load receiving bracket coupled to the front side member and the cross member; Is further provided.

  According to this vehicle body front portion structure, the load receiving bracket having the opposing wall portion is coupled to the front side member and the cross member. Thereby, the joint rigidity of a front side member and a cross member can be improved.

  The vehicle body front part structure according to claim 5 is the vehicle body front part structure according to claim 3, wherein the vehicle body front part structure is provided at a side part of the vehicle body front part, and extends in the vehicle front-rear direction. A cross member that extends and has an end portion on the outer side in the vehicle width direction coupled to the front side member, and the opposing wall portion formed integrally.

  According to this vehicle body front part structure, since the opposing wall part is formed integrally with the cross member, an increase in the number of parts can be suppressed and the cost can be reduced.

  As described above in detail, according to the present invention, the impact resistance performance when a load is input from the front side of the vehicle to the front wheel support portion of the suspension arm during normal traveling and the energy when a frontal collision occurs in the vehicle. Absorption performance can be more effectively achieved.

It is a top view of the body front part structure concerning one embodiment of the present invention. It is a perspective view of the sub-frame shown by FIG. It is sectional drawing which looked at the peripheral part of the sub-frame rear side attachment part shown by FIG. 1 from the vehicle side. It is a perspective view of the periphery part of the load receiving bracket shown by FIG. FIG. 2 is a plan view showing a state where a full lap collision has occurred in the vehicle body front part structure shown in FIG. 1. It is a principal part expansion perspective view which shows the modification of the vehicle body front part structure shown by FIG.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  Note that an arrow FR, an arrow OUT, and an arrow UP shown in each figure indicate a vehicle front-rear direction front side, a vehicle width direction outer side (left side), and a vehicle vertical direction upper side, respectively.

  As shown in FIG. 1, a vehicle body front structure 10 according to an embodiment of the present invention includes a pair of front side members 12, a cross member 14, and a pair of lower arms 16 that are an example of a suspension arm according to the present invention. The sub-frame 18 and a pair of load receiving brackets 20 are provided. The vehicle body front structure 10 is configured symmetrically.

  The front side member 12 is provided at a side portion of the front portion of the vehicle body and extends in the vehicle front-rear direction. A front bumper reinforcement 13 extending in the vehicle width direction is fixed to the front end portion of the front side member 12. The cross member 14 extends in the vehicle width direction, and an end portion 14A on the outer side in the vehicle width direction is coupled to an intermediate portion of the front side member 12 in the vehicle front-rear direction.

  The lower arm 16 constitutes, for example, a strut type front suspension device. The lower arm 16 is convex toward the vehicle front side and the vehicle width direction inner side, and is curved so as to go toward the vehicle width direction outer side toward the vehicle front side. A front wheel support portion 28 for supporting a front wheel 26 including a tire 22 and a wheel 24 is provided at an end of the lower arm 16 on the vehicle width direction outer side and the vehicle front side.

  The front wheel support portion 28 is a ball joint arranged with the vehicle vertical direction as the axial direction, and supports the front wheel 26 via a knuckle or the like (not shown). Further, a front side fixing portion 30 is provided in an intermediate portion of the lower arm 16 in the vehicle front-rear direction, that is, on the inner side in the vehicle width direction of the front wheel support portion 28. Further, a rear fixing portion 32 is provided at the end of the lower arm 16 on the inner side in the vehicle width direction and on the rear side of the vehicle, that is, on the inner side in the vehicle width direction of the front wheel support portion 28 and on the rear side of the vehicle.

  The front side fixing portion 30 includes, for example, a bush (not shown) arranged with the vehicle longitudinal direction as the axial direction, and the rear side fixing portion 32 includes, for example, a bush (not shown) arranged with the vehicle vertical direction as the axial direction. ing.

  The sub frame 18 supports the above-described lower arm 16 and the like. The sub frame 18 is formed in a frame shape in plan view, and includes a front cross member 34, a rear cross member 36, and a pair of side rails 38 (see also FIG. 2).

  The front cross member 34 and the rear cross member 36 each extend in the vehicle width direction and are arranged side by side in the vehicle front-rear direction. The front cross member 34 is provided at the front portion of the subframe 18, and the rear cross member 36 is provided at the rear portion of the subframe 18.

  The side rail 38 is provided on a side portion of the subframe 18 and includes a siderail general portion 40 and a subframe rear attachment portion 42.

  The side rail general portion 40 extends in the vehicle front-rear direction, and constitutes a general portion in the side rail 38 excluding a subframe rear side attachment portion 42 described later. An end 34A of the front cross member 34 on the outer side in the vehicle width direction is coupled to the front portion of the side rail general portion 40, and an outer side in the vehicle width direction of the rear cross member 36 is connected to the rear portion of the side rail general portion 40. The end portions 36A of these are joined.

  A front mounting portion 44 is provided at an intermediate portion of the side rail general portion 40 in the vehicle front-rear direction, and a rear mounting portion 46 is provided at the rear portion of the side rail general portion 40. And the front side fixing | fixed part 30 is being fixed to the front side attaching part 44 via the above-mentioned bush (not shown), and the rear side fixing | fixed part 32 is similarly attached to the rear side attaching part 46 via the above-mentioned not shown bush. It is fixed.

  The sub-frame rear attachment portion 42 extends from the rear end portion of the side rail general portion 40 described above to the vehicle width direction inner side and the vehicle rear side, and constitutes the rear portion of the side rail 38. The sub-frame rear attachment portion 42 is provided on an extension line L1 of the line L connecting the front wheel support portion 28 and the rear fixing portion 32, and a clearance 48 in the vehicle front-rear direction is formed between the rear frame member 36 and the rear cross member 36. have. More specifically, the above-described line L connects the axial center portion of the ball joint, which is the front wheel support portion 28, and the axial center portion of the bush provided in the rear side fixing portion 32.

  Moreover, the weak part 50 is formed in the connection part with the side rail general part 40 in this sub-frame rear side attachment part 42, This weak part 50 is a vehicle in the sub-frame rear side attachment part 42 as an example. The bent portion is formed on the inner side surface 42A in the width direction.

  In addition, as shown in FIG. 3, the sub-frame rear-side mounting portion 42 has sub-frame rear-side mounting holes 56 and 58 formed in the upper wall portion 52 and the lower wall portion 54, respectively. The sub-frame rear side attachment portion 42 is fixed to the end portion 14A on the outer side in the vehicle width direction of the cross member 14 constituting a part of the vehicle body by a mount member 60, bolts 62, and nuts 64.

  That is, the sub-frame rear attachment portion 42 is disposed on the vehicle lower side of the outer end portion 14A of the cross member 14 in the vehicle width direction. A through-hole 68 is formed in the lower wall portion 66 of the cross member 14 coaxially with the above-mentioned sub-frame rear mounting holes 56 and 58 (see also FIG. 4).

  The mount member 60 includes a holder 70, a collar 72, an inner rubber 74, an outer rubber 76, an upper stay 78, and a lower stay 80. The holder 70 is formed in a cylindrical shape, and is inserted into the above-described subframe rear mounting hole 58 from the lower side of the vehicle. The collar 72 is formed in a cylindrical shape and is inserted inside the holder 70.

  The inner rubber 74 is interposed between the collar 72 and the holder 70, and the outer rubber 76 is attached to the outer peripheral surface of the upper portion of the collar 72 and the upper wall portion of the subframe rear attachment portion 42. 52 and the lower wall portion 66 of the cross member 14. The upper stay 78 is provided between the outer rubber 76 and the lower wall portion 66 of the cross member 14, and the lower stay 80 is provided on the vehicle lower side of the inner rubber 74. The collar 72, the upper stay 78, and the lower stay 80 are formed with through holes 82, 84, 86 coaxially with the above-described through hole 68, respectively.

  The through holes 82, 84, 86, 68 formed in the lower stay 80, the collar 72, the upper stay 78, and the lower wall portion 66 of the cross member 14 are inserted into the shaft of the bolt 62 from the lower side of the vehicle. The part 62A is inserted. Further, the nut 64 is screwed onto the tip end of the shaft portion 62A from the vehicle upper side of the lower wall portion 66 of the cross member 14, so that the subframe rear mounting portion 42 is an end of the cross member 14 on the outer side in the vehicle width direction. It is fixed to the part 14A.

  As shown in FIG. 1, a sub-frame front mounting hole 88 is formed in the front portion of the side rail general portion 40 described above. The front portion of the side rail general portion 40 having the sub-frame front-side mounting hole 88 is configured as a sub-frame front-side mounting portion, and like the above-described sub-frame rear-side mounting portion 42, the mounting member, the bolt, and The nut is fixed to the front part of the front side member 12 that is a part of the vehicle body.

  As shown in FIG. 4, the load receiving bracket 20 includes a lower wall portion 90, an inclined wall portion 92, and an opposing wall portion 94. The lower wall portion 90 extends in the vehicle front-rear direction, and a flange 96 extending outward in the vehicle width direction is formed at an end portion of the lower wall portion 90 on the outer side in the vehicle width direction. The flange 96 is coupled to the lower wall portion 98 of the front side member 12 described above by, for example, spot welding.

  The inclined wall portion 92 extends from the end of the lower wall portion 90 on the inner side in the vehicle width direction toward the vehicle upper side. The inclined wall portion 92 is inclined with respect to the vehicle front-rear direction so as to go inward in the vehicle width direction toward the vehicle front side. A flange 100 extending toward the vehicle rear side is formed at the end of the inclined wall portion 92 on the vehicle rear side. The flange 100 is a side wall on the vehicle width direction inner side of the front side member 12 described above. The portion 102 is coupled by, for example, spot welding. Further, the lower end portion of the flange 100 is connected to the rear end portion of the flange 96 described above.

  Further, a flange 104 extending toward the inner side in the vehicle width direction is formed at the vehicle upper end portion of the inclined wall portion 92. The flange 104 connects the flange 100 and a flange 106 formed on an opposing wall portion 94 described later.

  The facing wall portion 94 extends from the vehicle front side end portion of the lower wall portion 90 toward the vehicle upper side, and extends in the vehicle width direction. An end of the facing wall portion 94 on the inner side in the vehicle width direction is connected to an end portion of the inclined wall portion 92 on the vehicle front side.

  A flange 106 extending toward the front side of the vehicle is formed at an end of the facing wall portion 94 on the upper side of the vehicle. The flange 106 is separated from the lower wall portion 66 of the cross member 14 in the vehicle front-rear direction. When the flange 106 is joined to an end portion of the lower wall portion 66 in the vehicle width direction by, for example, spot welding. Preferred (see also FIG. 3).

  Further, a flange 108 extending toward the front side of the vehicle is formed at the outer end of the facing wall portion 94 in the vehicle width direction. The flange 108 is formed in the vehicle width direction of the front side member 12 described above. It is connected to the inner side wall 102 by, for example, spot welding. The vehicle upper end of the flange 108 is connected to the outer end of the flange 106 in the vehicle width direction, and the vehicle lower end of the flange 108 is connected to the vehicle front end of the flange 96. ing.

  As shown in FIGS. 1 and 3, the opposing wall portion 94 is provided on the vehicle rear side of the sub-frame rear mounting portion 42, and extends in the vehicle front-rear direction with respect to the sub-frame rear mounting portion 42. Opposite. As described above, the opposing wall portion 94 is supported by the front side member 12 and the cross member 14 by the load receiving bracket 20 being coupled to the front side member 12 and the cross member 14 that constitute a part of the vehicle body. ing

  As shown in FIG. 3, a flange 110 extending toward the rear of the vehicle is formed at the end of the cross member 14 on the rear side of the vehicle. It is connected to the rear part of the dash panel 112 provided on the upper side. Further, a flange 114 extending toward the vehicle front side is formed at an end portion of the cross member 14 on the vehicle front side, and the flange 114 is coupled to the front portion of the dash panel 112.

  Further, as shown in FIG. 1, an engine 116 having a mission or the like is attached to the above-described subframe 18.

  Next, the operation and effect of one embodiment of the present invention will be described.

  According to the vehicle body front structure 10 according to one embodiment of the present invention, as shown in FIG. 1, the sub-frame rear mounting portion 42 for fixing the sub-frame 18 to the cross member 14 is provided with the front-wheel support portion 28. And an extension line L1 of a line L connecting the rear fixing portion 32. Therefore, even when the load F1 is input from the front side of the vehicle to the front wheel support portion 28 of the lower arm 16 during normal traveling, the component force F2 of the load F1 connects the front wheel support portion 28 and the rear side fixing portion 32 described above. Input along the extended line L1 of the line L to the subframe rear mounting portion 42.

  As a result, it is possible to suppress a bending moment from being generated in the sub-frame rear attachment portion 42 around the attachment point of the sub-frame rear attachment portion 42 to the vehicle body (that is, the center point of the sub-frame rear attachment holes 56 and 58). can do. As a result, it is possible to ensure impact resistance when a load is input from the front side of the vehicle to the front wheel support portion 28 of the lower arm 16 during normal traveling.

  Further, the sub-frame rear attachment portion 42 extends from the rear end portion of the side rail general portion 40 to the vehicle width direction inner side and the vehicle rear side to constitute the rear portion of the side rail 38 and between the rear cross member 36. A clearance 48 in the vehicle front-rear direction is provided.

  Therefore, as shown in FIG. 5, when a full lap collision occurs in which the collision body 200 collides with the entire front surface of the vehicle in the vehicle width direction, the side rail general portion 40 in the subframe rear attachment portion 42. From the connecting portion to the rear cross member 36 until the sub-frame rear attachment portions 42 on both sides in the vehicle width direction come into contact with the rear cross member 36. Thereby, the energy at the time of full lap collision is absorbed. As a result, it is possible to ensure energy absorption performance when a full lap collision occurs in the vehicle.

  In particular, since the sub-frame rear mounting portion 42 has a clearance 48 in the vehicle front-rear direction that becomes a deformation allowance during bending deformation, between the rear cross member 36 and the rear cross member 36, energy absorption performance can be further improved. .

  Here, the case of a full lap collision has been described as an example of a frontal collision. However, even in the case of an offset collision in which the colliding body 200 collides with one side in the vehicle width direction on the front surface of the vehicle, it is located on one side in the vehicle width direction. By bending until the sub-frame rear mounting portion 42 contacts the rear cross member 36, energy at the time of offset collision can be absorbed. As a result, it is possible to ensure energy absorption performance when an offset collision occurs in the vehicle.

  As described above, according to the vehicle body front structure 10, the impact resistance performance when a load is input from the front side of the vehicle to the front wheel support portion 28 of the lower arm 16 during normal traveling, and the front collision (full wrap collision and It is possible to more effectively balance the energy absorption performance when an offset collision occurs.

  In other words, the sub-frame rear mounting portion 42 is strong during normal traveling, but can be bent with a relatively low load when a frontal collision occurs in the vehicle, and the impact can be reduced.

  Further, according to the vehicle body front part structure 10, the fragile part 50 is formed at the connection part with the side rail general part 40 in the sub-frame rear attachment part 42. Therefore, as described above, when a frontal collision occurs in the vehicle, the subframe rear mounting portion 42 can be bent smoothly from the weakened portion 50 until it contacts the rear cross member 36. Thereby, the energy at the time of a frontal collision can be absorbed more effectively.

  Further, on the vehicle rear side of the sub-frame rear mounting portion 42, an opposing wall portion 94 is provided that faces the sub-frame rear mounting portion 42 in the vehicle front-rear direction and is supported by the front side member 12 and the cross member 14. ing. Therefore, even when a large load is input to the front portion of the vehicle body at the time of a frontal collision, the sub-frame rear mounting portion 42 is supported by the opposing wall portion 94 from the vehicle rear side. That is, the subframe rear mounting portion 42 that is in contact with the rear cross member 36 is also in contact with the opposing wall portion 94 by being bent starting from the connection portion with the side rail general portion 40. Thereby, since a bigger load can be generated with respect to a collision object, approach to the compartment side of a collision object can be controlled still more effectively.

  In addition, not only at the time of a frontal collision, but also when a large load is input to the front part of the vehicle body at the time of an offset collision, the subframe rear mounting part 42 is supported by the opposing wall part 94 from the rear side of the vehicle. Can be more effectively suppressed from entering the passenger compartment.

  The load receiving bracket 20 having the facing wall portion 94 is coupled to the front side member 12 and the cross member 14. Thereby, the joint rigidity of the front side member 12 and the cross member 14 can be improved.

  Next, a modification of one embodiment of the present invention will be described.

  In the embodiment of the present invention, the opposing wall portion 94 is formed on the load receiving bracket 20 coupled to the front side member 12 and the cross member 14, but as shown in FIG. The opposing wall part 134 may be integrally formed.

  That is, in the modification shown in FIG. 6, the cross member 14 extends from the front lower wall portion 130 extending in the vehicle front-rear direction and the vehicle front side end portion of the front lower wall portion 130 toward the vehicle upper side. The front wall portion 132 that protrudes, the opposing wall portion 134 that extends from the vehicle rear side end portion of the front lower wall portion 130 toward the vehicle lower side, and the vehicle lower end portion of the counter wall portion 134 from the vehicle lower end portion. A rear lower wall portion 136 extending toward the rear side.

  The opposing wall portion 134 is provided on the vehicle rear side of the above-described subframe rear mounting portion 42 (see FIGS. 1 and 3), similarly to the above-described opposing wall portion 94. Opposite the vehicle longitudinal direction. Further, the opposing wall portion 134 is supported by the vehicle body by being integrally formed with the cross member 14 constituting a part of the vehicle body.

  Further, a flange 138 extending toward the vehicle front side is formed at the vehicle upper end of the front wall portion 132, and the vehicle width direction outer end of the front wall portion 132 is directed toward the vehicle front side. A flange 140 is formed. Further, a flange 142 extending toward the lower side of the vehicle is formed at an end portion of the front lower wall portion 130 on the outer side in the vehicle width direction. A flange 144 extending toward the front side of the vehicle is formed. Further, a flange 146 extending outward in the vehicle width direction is formed at an end of the rear lower wall portion 136 on the outer side in the vehicle width direction.

  The vehicle width direction outer end of the flange 138 is connected to the vehicle upper end of the flange 140, and the vehicle lower end of the flange 140 is connected to the vehicle front end of the flange 142. . Further, the vehicle rear side end of the flange 142 is connected to the vehicle upper end of the flange 144, and the vehicle lower end of the flange 144 is connected to the vehicle front end of the flange 146. Yes.

  Further, the flange 138 is coupled to the lower surface of the dash panel 112, and the flanges 140, 142, and 144 are coupled to the side wall portion 102 inside the vehicle in the front side member 12. Further, the flange 146 is coupled to the lower wall portion 98 of the front side member 12.

  Even in such a configuration, when a large load is input to the front part of the vehicle body at the time of a frontal collision, the sub-frame rear attachment part 42 (see FIGS. 1 and 3) is connected to the opposing wall part 134 from the rear side of the vehicle. Can be supported by. In addition, when the opposing wall portion 134 is formed integrally with the cross member 14 as described above, an increase in the number of parts can be suppressed and the cost can be reduced.

  Moreover, in one Embodiment of this invention, as FIG. 1 shows, the weak part 50 was made into the bending part formed in 42 A of vehicle width direction inner side surfaces in the sub-frame rear side attachment part 42 as an example. However, if it is the structure which gives vulnerability to the connection part with the side rail general part 40 in the sub-frame rear side attachment part 42, you may be set as other structures, such as a notch and a hole.

  In one embodiment of the present invention, the vehicle body front structure 10 includes, as an example, the lower arm 16 that constitutes a strut type front suspension device. You may have.

  The lower arm 16 may have any shape as long as it has a front wheel support portion 28, a front side fixing portion 30, and a rear side fixing portion 32.

  Further, the vehicle body front structure 10 may be applied to a vehicle such as an electric vehicle that does not include the engine 116.

  Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and other various modifications can be made without departing from the spirit of the present invention. It is.

DESCRIPTION OF SYMBOLS 10 Vehicle body front part structure 12 Front side member 14 Cross member 14A End part 16 of vehicle width direction outer side 16 Lower arm (suspension arm)
18 Subframe 20 Load receiving bracket 26 Front wheel 28 Front wheel support portion 30 Front side fixing portion 32 Rear side fixing portion 36 Rear cross member 36A End portion 38 on the outer side in the vehicle width direction Side rail 40 Side rail general portion 42 Subframe rear side mounting portion 48 Clearance 50 Weak part 94, 134 Opposite wall part L Line L1 connecting the front wheel support part and the rear side fixing part Extension line

Claims (5)

A front wheel support portion for supporting the front wheel, a front side fixing portion provided on the inner side in the vehicle width direction of the front wheel support portion, and a rear side fixing portion provided on the inner side in the vehicle width direction of the front wheel support portion and on the rear side of the vehicle A suspension arm having
A rear cross member that extends in the vehicle width direction and is provided at a rear portion of a subframe that supports the suspension arm;
Extending in the vehicle front-rear direction to fix the front side fixing portion and the rear side fixing portion, and to the rear portion, an end of the rear cross member on the outer side in the vehicle width direction is coupled, and the side portion of the subframe Side rail general part constituting the general part in the side rail provided in,
A rear portion of the side rail extends from the rear end portion of the side rail general portion to the vehicle width direction and the vehicle rear side, and is provided on an extension of a line connecting the front wheel support portion and the rear fixing portion. A sub-frame rear mounting portion that is fixed to the vehicle body and has a clearance in the vehicle front-rear direction between the rear cross member,
Body front structure with In the connection part with the side rail general part in the sub-frame rear mounting part, a weak part is formed,
The vehicle body front part structure according to claim 1. On the vehicle rear side of the sub-frame rear mounting portion, an opposing wall portion is provided opposite to the sub-frame rear mounting portion in the vehicle front-rear direction and supported by the vehicle body.
The vehicle body front part structure according to claim 1 or 2. A front side member provided on a side portion of the front portion of the vehicle body and extending in the vehicle longitudinal direction;
A cross member extending in the vehicle width direction and having an outer end portion in the vehicle width direction coupled to the front side member;
A load receiving bracket having the opposing wall and coupled to the front side member and the cross member;
The vehicle body front part structure according to claim 3 provided with. A front side member provided on a side portion of the front portion of the vehicle body and extending in the vehicle longitudinal direction;
A cross member that extends in the vehicle width direction, an end portion on the outer side in the vehicle width direction is coupled to the front side member, and the opposing wall portion is integrally formed;
The vehicle body front part structure according to claim 3 provided with.