JP2013119313A - Vehicle body front structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make compatible the securing of a retreat amount of a power train at a head-on collision of a vehicle and the suppression of a retreat amount of the power train toward the rear side of the vehicle at an offset collision of the vehicle.SOLUTION: In a vehicle body front structure 10, an inclination part 36 is formed which opposes a rear center lower part 38 of a power train 12 in the fore-and-aft direction of the vehicle at the front center 16A of a suspension member 16. The inclination part 36 is inclined so that it rises to the upper side of the vehicle as advancing to the vehicle rear side. Furthermore, at a front side 16B of the suspension member 16, a front side suspension arm fitting part 40 is formed which opposes a rear side lower part 52 of the power train 12 in the fore-and-aft direction of the vehicle. An upper wall 54 of the front side suspension arm fitting part 40 is set higher than a lower wall 56 in bending strength in the vehicle vertical direction.

Description

  The present invention relates to a vehicle body front structure.

  2. Description of the Related Art Conventionally, there is known a front vehicle body structure including a power train including an engine and the like, and a suspension cross member that is disposed on the rear side of the power train and has an inclined portion at a portion facing the power train ( For example, see Patent Document 1). In this structure, the impact is mitigated by sliding the power train on the inclined portion at the time of a frontal collision of the vehicle.

JP-A-4-133870 JP 2009-150483 A JP 2003-26037 A

  However, in such a structure, the amount of retraction of the power train at the time of frontal collision of the vehicle can be secured by sliding the powertrain on the inclined portion, but at the time of offset collision of the vehicle, the powertrain retreats to the rear side of the vehicle. The amount may increase.

  The present invention has been made in view of the above-described problems, and ensures the amount of powertrain retreat at the time of a frontal collision of the vehicle, and suppresses the amount of retreat of the powertrain to the rear side of the vehicle at the time of an offset collision of the vehicle. An object of the present invention is to provide a vehicle body front part structure that can achieve both of the above.

  In order to solve the above problems, a vehicle body front structure according to claim 1 includes a power train disposed at a front portion of a vehicle, a suspension member disposed at a vehicle rear side of the power train, and the suspension member. An inclined portion that is formed in the front center portion of the power train and faces the rear center lower portion of the power train in the vehicle front-rear direction and inclines toward the vehicle upper side toward the vehicle rear side, and the front side of the suspension member The suspension arm is attached to the rear side of the power train and is opposed to the vehicle lateral direction in the front-rear direction of the power train, and includes an upper wall portion and a lower wall portion, and the upper wall portion is more than the lower wall portion. And a suspension arm mounting portion having a higher bending strength in the vehicle vertical direction.

  According to this vehicle body front part structure, the front center part of the suspension member is formed with an inclined part facing the rear center lower part of the power train in the vehicle front-rear direction. The inclined portion is inclined so as to go to the upper side of the vehicle as it goes to the rear side of the vehicle. Accordingly, when the power train moves backward during a frontal collision of the vehicle, the rear center lower portion of the power train is brought into sliding contact with the inclined portion, so that the power train is moved to the upper side of the vehicle relative to the suspension member. As a result, since the power train is restrained from being caught on the suspension member, it is possible to ensure the amount of retreat of the power train during a frontal collision of the vehicle.

  On the other hand, a suspension arm attachment portion to which a suspension arm is attached is formed on the front side portion of the suspension member. The suspension arm attachment portion is opposed to the rear side lower portion of the power train in the vehicle front-rear direction. Therefore, when the collision side of the power train moves backward during an offset collision of the vehicle, the rear side lower part of the power train interferes with the suspension arm mounting portion.

  Here, in the suspension arm mounting portion, the upper wall portion has higher bending strength in the vehicle vertical direction than the lower wall portion. Therefore, since the deformation of the upper wall portion is suppressed more than the deformation of the lower wall portion, the rear center lower portion of the power train is brought into sliding contact with the inclined portion at the time of the offset collision of the vehicle, so Even when a force acts, the movement of the power train to the upper side of the vehicle can be restricted. As a result, the rear side lower portion of the power train is maintained in a state of interfering with the suspension arm mounting portion, so that it is possible to suppress the reverse amount of the power train to the vehicle rear side at the time of an offset collision of the vehicle.

  The vehicle body front part structure according to claim 2 is configured such that a plate-like reinforcing material is joined to the upper wall part in the vehicle body front part structure according to claim 1.

  According to this vehicle body front part structure, since the plate-like reinforcing material is joined to the upper wall part, the upper wall part of the suspension arm attachment part is arranged in the vehicle vertical direction with respect to the lower wall part with a simple configuration. It can be set as the structure with high bending strength.

  The vehicle body front structure according to claim 3 is the vehicle body front structure according to claim 1 or 2, wherein the upper wall portion extends in the vehicle front-rear direction with the vehicle vertical direction as the plate thickness direction. And a front wall portion extending from the front end portion of the wall portion main body to the vehicle lower side.

  According to this vehicle body front portion structure, the wall portion main body extending in the vehicle front-rear direction with the vehicle vertical direction as the plate thickness direction is formed on the upper wall portion. A front wall portion extending in the direction is formed. Therefore, even when a reaction force to the upper side of the vehicle acts on the power train due to the lower center of the rear of the power train being in sliding contact with the inclined portion at the time of the vehicle offset collision, Since the rear side lower part of the power train is caught by the front wall portion, the movement of the power train to the upper side of the vehicle can be more effectively regulated. Thereby, the rear side lower part of a power train can be maintained in the state which interfered stably by the suspension arm attaching part.

  As described above in detail, according to the present invention, it is possible to achieve both the securing of the reverse amount of the power train at the time of the frontal collision of the vehicle and the suppression of the backward amount of the powertrain at the time of the offset collision of the vehicle. be able to.

It is a top view of the body front part structure concerning one embodiment of the present invention. FIG. 2 is a perspective view of a suspension member shown in FIG. 1. FIG. 3 is a sectional view taken along line 3-3 in FIG. 1. FIG. 4 is a sectional view taken along line 4-4 of FIG. It is a principal part enlarged view of FIG. FIG. 2 is a cross-sectional view illustrating a state when an offset collision occurs in the vehicle in the vehicle body front part structure shown in FIG. 1. It is a perspective view which shows the 1st modification of the vehicle body front part structure which concerns on one Embodiment of this invention. FIG. 8 is a cross-sectional view taken along line 8-8 in FIG. 7. It is a perspective view which shows the 2nd modification of the vehicle body front part structure which concerns on one Embodiment of this invention.

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

  In each figure, an arrow UP, an arrow FR, and an arrow OUT indicate the vehicle vertical direction upper side, the vehicle longitudinal direction front side, and the vehicle width direction outer side (right side).

  As shown in FIG. 1, a vehicle body front structure 10 according to an embodiment of the present invention includes a power train 12, a pair of left and right suspension arms 14, and a suspension member 16.

  The power train 12 includes an engine, a transmission, a differential, and the like, and is disposed in an engine room (not shown) formed in the front portion of the vehicle.

  The suspension arm 14 is, for example, a lower arm in a strut suspension device, and extends from the first arm portion 18 extending in the vehicle width direction and the inner end portion of the first arm portion 18 toward the vehicle rear side. And a second arm portion 20.

  As shown in FIG. 2, a support portion 22 for supporting a wheel (not shown) is provided at the outer end portion of the first arm portion 18 in the vehicle width direction. On the other hand, a fixing portion 24 to a front suspension arm mounting portion 40 which will be described later is formed at an end portion of the first arm portion 18 on the inner side in the vehicle width direction, and a vehicle rear side end portion of the second arm portion 20 is formed. Is formed with a fixing portion 26 to a rear suspension arm mounting portion 42 to be described later.

  As shown in FIG. 1, the suspension member 16 is disposed on the vehicle rear side of the power train 12 and includes an upper panel 28 and a lower panel 30. The upper panel 28 and the lower panel 30 are overlapped in the vertical direction of the vehicle, and are coupled to each other at appropriate places (see also FIGS. 2 and 4). The suspension member 16 is formed substantially symmetrically.

  A front mounting portion 32 is fixed to a portion of the front portion of the suspension member 16 on the outer side in the vehicle width direction (more specifically, a portion on the rear side of the vehicle slightly from the front side portion 16B described later). The front attachment portion 32 extends from the suspension member 16 to the upper side of the vehicle, and the upper end portion of the front attachment portion 32 is coupled to a part of a vehicle body (not shown) (for example, a front side member).

  In addition, rear attachment portions 34 are formed at the outer ends of the suspension members 16 in the vehicle width direction. The rear mounting portion 34 is also coupled to a part of the vehicle body (not shown) (for example, a front side member).

  As shown in FIG. 3, the front center portion 16A of the suspension member 16 (more specifically, the portion slightly deviated outward in the vehicle width direction from the center portion in the vehicle width direction) is directed toward the rear side of the vehicle. An inclined portion 36 that is inclined toward the upper side of the vehicle is formed (see also FIG. 2). The inclined portion 36 faces the rear center lower portion 38 of the power train 12 in the vehicle front-rear direction. A dash panel 39 that partitions an engine room and a vehicle compartment (not shown) is provided on the vehicle rear side of the suspension member 16.

  Further, as shown in FIG. 2, a front suspension arm mounting portion 40 is formed on the front side portion 16B of the suspension member 16, and a rear suspension arm is formed on the rear side portion 16C of the suspension member 16. A mounting portion 42 is formed.

  A fixing portion 24 of the first arm portion 18 is attached to the front suspension arm attachment portion 40 via a bush 44, and a fixing portion 26 of the second arm portion 20 is attached to the rear suspension arm attachment portion 42. 46 is attached. The fixing portion 24 of the first arm portion 18 and the fixing portion 26 of the second arm portion 20 are accommodated between the upper panel 28 and the lower panel 30.

  Further, a fastener 48 including a bolt and a nut is used for mounting the front suspension arm mounting portion 40 and the fixing portion 24, and a bolt and a nut are used for mounting the rear suspension arm mounting portion 42 and the fixing portion 26. The fastener 50 which consists of is used.

  As shown in FIG. 4, the front suspension arm attachment portion 40 is opposed to the rear side lower portion 52 of the power train 12 in the vehicle front-rear direction. A convex portion 76 that protrudes toward the rear of the vehicle is formed on the rear side lower portion 52 of the power train 12. The front suspension arm attachment portion 40 is an example of a suspension arm attachment portion in the present invention, and is configured to have an upper wall portion 54 and a lower wall portion 56.

  As shown in FIG. 5, the upper wall portion 54 has a wall portion main body 58 extending in the vehicle front-rear direction with the vehicle vertical direction as the plate thickness direction, and a front wall portion 60 extending from the front end portion of the wall portion main body 58 to the vehicle lower side. And a flange 62 extending from the lower end portion of the front wall portion 60 toward the vehicle front side. A flange 64 is formed at the rear end portion of the wall main body 58, and the flange 64 is coupled to the front wall portion 66 of the front mounting portion 32 described above. Further, the front wall portion 60 is formed with a hole portion 68 through which a bolt of the above-described fastener 48 is inserted, penetrating in the plate thickness direction (vehicle longitudinal direction).

  On the other hand, the lower wall portion 56 includes a wall portion main body 70 extending in the vehicle front-rear direction with the vehicle vertical direction as the plate thickness direction, a front wall portion 72 extending from the front end portion of the wall portion main body 70 to the vehicle upper side and the vehicle front side, And a flange 74 extending from the upper end of the wall 72 to the vehicle front side. The flange 74 is coupled to the flange 62 in a state of being superimposed on the flange 62 from the lower side of the vehicle.

  The upper wall portion 54 and the lower wall portion 56 are both made of the same material, such as iron, but the upper wall portion 54 is thicker than the lower wall portion 56. The bending strength in the vehicle vertical direction is increased.

  The upper wall portion 54 may be thicker than the lower wall portion 56 by making the upper panel 28 shown in FIG. 4 thicker than the lower panel 30 as a whole. In addition, the upper panel 28 is formed by joining a plurality of panels having different plate thicknesses (formed by differential thickness joining), whereby the upper wall portion 54 is locally thicker than other portions of the upper panel 28. Thus, the upper wall portion 54 may be thicker than the lower wall portion 56. Moreover, when using differential thickness bonding, only the upper wall portion 54 of the upper panel 28 may be formed of a high-tensile steel plate.

  As shown in FIG. 2, the front side portion 16B of the suspension member 16 in which the front suspension arm mounting portion 40 is formed has a vehicle front side relative to the front center portion 16A of the suspension member 16 in which the inclined portion 36 is formed. Is protruding. On the other hand, as shown in FIG. 1, the rear central portion 78 of the power train 12 having the rear central lower portion 38 (see FIG. 3) is the rear of the power train 12 having the rear lateral lower portion 52 (see FIG. 4). It protrudes from the side portion 80 toward the rear side of the vehicle.

  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. 3, the front center portion 16A of the suspension member 16 faces the rear center lower portion 38 of the power train 12 in the vehicle front-rear direction. An inclined portion 36 is formed. The inclined portion 36 is inclined so as to go to the upper side of the vehicle as it goes to the rear side of the vehicle. Accordingly, when the power train 12 moves backward during a frontal collision of the vehicle, the rear center lower portion 38 of the power train 12 is brought into sliding contact with the inclined portion 36, so that the power train 12 is relative to the suspension member 16. Moved up. Thereby, since the catch of the power train 12 on the suspension member 16 is suppressed, the retreat amount of the power train 12 at the time of a frontal collision of the vehicle can be ensured.

  At this time, the rear center lower portion 38 of the power train 12 is brought into sliding contact with the inclined portion 36, whereby a load on the lower side of the vehicle acts on the suspension member 16, and as shown in FIG. The suspension member 16 may be lowered by breaking the fixing portions of the front mounting portion 32 and the rear mounting portion 34 and the vehicle body. When the suspension member 16 is lowered as described above, the retreat amount of the power train 12 at the time of a frontal collision of the vehicle can be further ensured.

  On the other hand, as shown in FIG. 4, a front suspension arm attachment portion 40 to which the fixing portion 24 of the first arm portion 18 is attached is formed on the front side portion 16 </ b> B of the suspension member 16. The front suspension arm mounting portion 40 faces the rear side lower portion 52 of the power train 12 in the vehicle front-rear direction. Therefore, when the collision side of the power train 12 moves backward during a vehicle offset collision, as shown in FIG. 6, the rear side lower portion 52 (convex portion 76) of the power train 12 is moved to the front suspension arm mounting portion 40 (upper Interfering with the front wall 60) of the wall 54.

  Here, in the front suspension arm mounting portion 40, the upper wall portion 54 has higher bending strength in the vehicle vertical direction than the lower wall portion 56. Accordingly, since the deformation of the upper wall portion 54 is suppressed more than the deformation of the lower wall portion 56, the rear center lower portion 38 is brought into sliding contact with the inclined portion 36 at the time of the vehicle offset collision, so that the power train 12 is moved to the upper side of the vehicle. Even when the reaction force acts, the movement of the power train 12 to the upper side of the vehicle can be restricted. As a result, the rear side lower portion 52 (convex portion 76) of the power train 12 is maintained in a state of interfering with the front suspension arm mounting portion 40 (front wall portion 60 of the upper wall portion 54). The amount of reverse movement of the powertrain 12 to the rear side of the vehicle can be suppressed.

  In addition, a wall main body 58 extending in the vehicle front-rear direction with the vehicle vertical direction as the plate thickness direction is formed on the upper wall portion 54, and a front wall extending on the vehicle lower side is formed at the front end portion of the wall main body 58. A portion 60 is formed. Therefore, even when a reaction force to the upper side of the vehicle acts on the power train 12 due to the rear center lower portion 38 being in sliding contact with the inclined portion 36 at the time of an offset collision of the vehicle, the rear wall of the front wall portion 60 of the upper wall portion 54 is rearward. Since the side lower part 52 (convex part 76) is caught, the movement of the power train 12 to the vehicle upper side can be more effectively regulated. Thereby, the rear side lower part 52 can be maintained in the state which interfered stably by the front side suspension arm attachment part 40. FIG.

  Further, since a convex portion 76 that protrudes toward the rear side of the vehicle is formed in the rear side lower portion 52 of the power train 12, the convex portion 76 is caught by the front wall portion 60. In other words, in this case, more specifically, the lower wall portion 56 is bent and deformed, while the bending deformation of the wall portion main body 58 is suppressed, so that the front wall portion 60 is slightly lowered. And thereby, the convex part 76 is hooked on the front wall part 60 so that the movement to the vehicle upper side is controlled. Therefore, the movement of the power train 12 to the upper side of the vehicle can be more effectively regulated.

  As described above in detail, according to the vehicle body front structure 10 according to one embodiment of the present invention, the amount of retraction of the power train 12 at the time of a frontal collision of the vehicle is ensured, and the powertrain 12 at the time of an offset collision of the vehicle. It is possible to achieve both suppression of the reverse amount to the rear side of the vehicle.

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

  In the above-described embodiment of the present invention, the front suspension arm mounting portion 40 has a higher bending strength in the vehicle vertical direction because the upper wall portion 54 is thicker than the lower wall portion 56. It may be formed as follows.

  That is, in the modification shown in FIGS. 7 and 8, the upper wall portion 54 has the same plate thickness as the lower wall portion 56, but the upper wall portion 54 has a plurality of beads 82 aligned in the vehicle width direction. Is formed. Each of the plurality of beads 82 protrudes upward in the vehicle and extends in the vehicle front-rear direction. In this modification, a plurality of beads 82 are formed on the upper wall portion 54, so that the upper wall portion 54 has higher bending strength in the vehicle vertical direction than the lower wall portion 56.

  With this configuration, the upper wall portion 54 has a higher bending strength in the vehicle vertical direction than the lower wall portion 56 by a simple configuration in which a plurality of beads 82 are formed on the upper wall portion 54. Can do.

  The bead 82 may be convex on the lower side of the vehicle.

  In the modification shown in FIG. 9, the upper wall portion 54 has the same plate thickness as the lower wall portion 56, but a plate-shaped reinforcing material 84 is joined to the upper wall portion 54 from the lower side of the vehicle. ing. The reinforcing material 84 is provided over substantially the entire upper wall portion 54. In this modification, the reinforcing material 84 is joined to the upper wall portion 54 so that the upper wall portion 54 has higher bending strength in the vehicle vertical direction than the lower wall portion 56.

  With this configuration, the upper wall portion 54 may have a higher bending strength in the vehicle vertical direction than the lower wall portion 56 by a simple configuration in which the reinforcing member 84 is joined to the upper wall portion 54. it can.

  The reinforcing member 84 may be joined to the upper wall portion 54 from the upper side of the vehicle.

  In one embodiment of the present invention, the upper wall portion 54 may have higher bending strength in the vehicle vertical direction than the lower wall portion 56 due to a configuration other than the above.

  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 Power train 14 Suspension arm 16 Suspension member 16A Front center part 16B of a suspension member Front side part 36 of a suspension member Inclined part 38 Rear center lower part 40 of a power train Front suspension arm attachment part (suspension arm attachment part) )
52 Rear lower portion of power train 54 Upper wall portion 56 Lower wall portion 58 Wall body 60 Front wall portion 84 Reinforcing material

Claims (3)

A powertrain located at the front of the vehicle,
A suspension member disposed on the vehicle rear side of the power train;
An inclined portion that is formed at the front center portion of the suspension member, faces the rear center lower portion of the power train in the vehicle front-rear direction, and inclines toward the vehicle upper side toward the vehicle rear side;
A suspension arm is formed at a front side portion of the suspension member, and is opposed to a rear side lower portion of the power train in a vehicle front-rear direction, and includes an upper wall portion and a lower wall portion, and an upper wall portion. Suspension arm mounting part with higher bending strength in the vehicle vertical direction than the lower wall part,
Body front structure with A plate-shaped reinforcing material is joined to the upper wall portion.
The vehicle body front part structure according to claim 1. The upper wall portion is
A wall main body extending in the vehicle longitudinal direction with the vehicle vertical direction as the plate thickness direction;
A front wall extending from the front end of the wall body to the vehicle lower side;
have,
The vehicle body front part structure according to claim 1 or 2.

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