JP2013241052A - Vehicle frame structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology that can absorb much energy and can prevent the interference of a vehicle body by reliably introducing a sub-frame to a lower part of the vehicle body.SOLUTION: A sub-frame 22 supported to lower parts of front side frames 11, 11 comprises a front fastening part 22m; a center bending point 27 which is bent downwardly; and a rear fastening part 22u fastened to a lateral member 20. A rear part in which a front part is co-fastened to the lateral member 22 together with the rear fastening part 22u is arranged at a link stay 30 supported to a front-end extension 10 at a fastening center O with the vehicle width direction as an axis, the link stay 30 has a lower protrusive shape part 30x which becomes protrusive toward the substantial center in the fore-and-aft direction, a fragile part Z which facilitates the removal of a weld nit 33 by a downward load is arranged at the lateral member 20, and an apex of the lower protrusive shape part 30x forms a truss structure together with the center bending point 27 of the sub-frame 22 and the rear fastening part 22u, and is located below a linear line L which connects the center bending point 27 and the link stay 30.

Description

  The present invention relates to an automobile body frame structure.

In a vehicle such as an automobile, a lower member located behind the front cross member is bent downward in the event of a frontal collision of the vehicle, so that suspension parts such as a stabilizer supported by the lower member are displaced downward to A technique for securing a crash stroke of a part is known (see Patent Document 1).
In addition, a sub-frame that supports the suspension member is provided at the lower part of the front part of the vehicle body. The bolt that fixes the rear end of this sub-frame is triggered by a frontal collision to explode explosives and loosen the nut. A technique is known in which a rotating lever arm that pulls out a bolt provided at an end is rotated to pull out the bolt and displace the suspension member downward to ensure a crash stroke at the front of the vehicle body (see Patent Document 2).

JP 2010-247598 A US Patent Application Publication No. 2010/0004826

In the former technique, since it is assumed that the lower member is deformed at the time of collision, the coupling force between the front cross member and the floor panel is weakened. Therefore, in order to ensure suspension support rigidity, it is indispensable to reinforce the cross member and the front side frame, and there is a problem that an increase in weight is inevitable.
In the latter technique, the suspension member is supported by the subframe, which eliminates the problem of weight increase. However, since the subframe and the rotary lever arm are not connected after being detached from the vehicle body, There is a problem that it cannot be reliably guided below the vehicle body.

  Therefore, the present invention ensures a crash stroke at the front part of the vehicle body or the rear part of the vehicle body that can absorb energy by reliably guiding the subframe below the vehicle body in the event of a collision between the front part of the vehicle body and the rear part of the vehicle body, It is an object of the present invention to provide a vehicle body frame structure that can prevent the subframe from interfering with the vehicle body.

  In order to achieve the above object, the invention described in claim 1 is directed to a subframe (for example, a suspension frame) that supports suspension components below a side frame (for example, the front side frame 11 in the embodiment) provided in the longitudinal direction of the vehicle body. The sub-frame 22 in the embodiment is provided, and the sub-frame is directed to the front fastening portion (for example, the front fastening portion 22m in the embodiment) supported by the end portion of the side frame and the lower portion in the front-rear direction central portion. And a fastener (for example, the fastening bolt 31 and the weld nut 33 in the embodiment) from below to the vehicle body panel (for example, the lateral member 20 in the embodiment). It is provided with a rear fastening portion to be fastened (for example, a rear fastening portion 22u in the embodiment), and a collision load input direction. The front part that is the side is fastened together with the rear fastening part to the vehicle body panel, and the rear part that is the rear side in the collision load input direction is a fastening center with the vehicle width direction as an axis (for example, fastening center O in the embodiment). A link stay (for example, the link stay 30 in the embodiment) supported by another vehicle body panel (for example, the front end extension 10 in the embodiment) is provided, and the link stay protrudes downward in a substantially central portion in the front-rear direction. The vehicle body panel of the fastener due to a downward load is applied to the vehicle body panel to which the rear fastening portion of the subframe is attached. A fragile portion (for example, the fragile portion Z in the embodiment) that facilitates detachment from the center is provided, and the apex of the downward convex portion is the center break point of the subframe. A truss structure is formed with the fastening portion after the description, and a straight line connecting the central folding point and the fastening center of the link stay (even in the initial state of the subframe and the grounding state of the subframe in collision) For example, it is located below the straight line L) in the embodiment.

  In the invention described in claim 2, the vehicle body panel to which the rear fastening portion of the subframe is fastened is provided with a superposed reinforcing plate (for example, the reinforcing plate 35 in the embodiment), and the weakened portion is An annular portion of the vehicle body panel between the insertion hole of the fastener of the vehicle body panel and an insertion hole (for example, the hole 36 in the embodiment) formed in the reinforcing plate to allow the insertion of the fastener. It is characterized by being.

  The invention described in claim 3 is characterized in that the reinforcing plate is thicker than the vehicle body panel to which the reinforcing plate is attached.

  According to a fourth aspect of the present invention, the reinforcing plate is welded to the vehicle body panel at the rear side in the collision load input direction of the fragile portion, and the fastener is a bolt (for example, the fastening bolt 31 in the embodiment) and the vehicle body panel. It is a nut (for example, the weld nut 33 in the embodiment) fixed by welding.

  The invention described in claim 5 is characterized in that the link stay has a bottom wall (for example, bottom wall 30t in the embodiment) that protrudes downward to form the downward convex portion.

  According to a sixth aspect of the present invention, the link stay includes a concave portion for the rear fastening portion (for example, the concave portion 30h in the embodiment) in which the bottom wall is recessed upward, and a collision load input to the concave portion. The downward convex part is provided in the rear direction.

  According to a seventh aspect of the present invention, the link stay includes a side wall (for example, the side wall 30 s in the embodiment) extending from the bottom wall, and a concave portion (for example, implementation) is provided on the side wall located above the lower convex shape portion. A V-shaped recess 30k) in the form is provided.

According to the first aspect of the present invention, the apex of the lower convex shape portion of the link stay forms a truss structure that forms a triangular shape with the central folding point of the subframe and the rear fastening portion of the subframe. The impact load at the time can be concentrated on the apex of the downward convex portion, and the concentrated stress can be applied downward on the apex of the downward convex portion. In addition, the vehicle body panel to which the rear fastening portion of the subframe is attached is provided with a fragile portion that facilitates removal of the fastener from the vehicle body panel due to a downward load. Can be detached from the vehicle body panel.
Therefore, at the time of a vehicle collision, the subframe bends downward at the center folding point between the front fastening portion and the rear fastening portion, and then the front end is grounded, and the subframe has a fastener that fastens the rear fastening portion to the vehicle body panel. As the link stay and the sub frame are integrated, the lower convex part of the link stay bends downward, so that the link stay rotates around the fastening center at the rear of the link stay to ensure that the sub frame is By guiding downward, it is possible to prevent the suspension parts attached to the subframe from interfering with, for example, the power unit, and further, it is possible to prevent the subframe from interfering with the vehicle body and secure a crash stroke that can absorb collision energy.
According to the second aspect of the present invention, the load input from the subframe is locally applied to the fragile portion that is the annular portion of the vehicle body panel between the insertion hole of the fastener of the vehicle body panel and the insertion hole of the reinforcing plate. Since the vehicle body panel can be broken by the fastener with a small displacement, the time to break can be shortened.
According to the third aspect of the present invention, it is possible to increase the proof strength against the intrusion of the suspension component attached to the subframe, for example, the electric power steering device.
According to the fourth aspect of the present invention, when an impact load is applied to the subframe at the time of a vehicle frontal collision, the load is a fracture load of the nut welded portion welded and fixed to the vehicle body panel and a welded portion between the vehicle body panel and the reinforcing plate Therefore, the subframe can be prevented from sliding with respect to the vehicle body panel, and the subframe can be rotated. Therefore, the backward movement of the subframe can be reliably prevented.
According to the fifth aspect of the present invention, the downward convex portion can be easily formed at the time of the link stay press molding.
According to the sixth aspect of the present invention, the rigidity of the front side of the collision load input direction is increased at the recessed portion, so that it is easy to bend the link stay downward at the lower convex shape portion at the rear thereof. For example, it is possible to prevent the bolt head portion of the fastener from projecting downward and interfering with the road surface from the bottom surface extending from the frame to the link stay.
According to the seventh aspect of the present invention, the link stay can be reliably bent without causing the side wall to adversely affect the bending deformation of the downward convex portion by the concave portion of the side wall.

It is a longitudinal cross-sectional view which shows the vehicle body front part structure of embodiment of this invention. It is a bottom view which shows the vehicle body front part structure of embodiment of this invention. It is the principal part perspective view seen from the vehicle compartment side. It is the perspective view which looked at the sub-frame from the lower side. It is a longitudinal cross-sectional view of a rear fastening part. It is a principal part expansion perspective view of FIG. It is the perspective view which looked at the link stay attaching part from the lower side. It is a longitudinal cross-sectional perspective view which shows a link stay rear part. It is a perspective view which shows the attaching part of an upper attachment arm. It is the perspective view which looked at the cross section of the back fastening part from back. It is the perspective view which looked at the link stay from the lower part. It is a side view of a link stay. It is the perspective view which looked at the link stay from the upper part. It is a perspective view of the attachment part of a link stay and a sub-frame. It is a longitudinal cross-sectional view of a rear fastening part. It is explanatory drawing which shows the fall condition of a sub-frame. It is explanatory drawing which shows the fall condition of a sub-frame. It is explanatory drawing which shows the fall condition of a sub-frame. It is explanatory drawing which shows the fall condition of a sub-frame. It is explanatory drawing which shows the fall condition of a sub-frame. It is explanatory drawing which shows the fall condition of a sub-frame.

Next, a vehicle body frame structure according to an embodiment of the present invention will be described with reference to the drawings, taking a vehicle body front structure as an example.
As shown in FIGS. 1 to 3, the rear end portion of the dash lower panel 17 is joined to the front end portion of the floor panel 19, and the front side of the dash lower panel 17 is formed to rise obliquely upward. A floor tunnel portion 18 is attached to a center portion of the floor panel 19 in the vehicle width direction so as to extend to a rear end portion of the dash lower panel 17 along the longitudinal direction of the vehicle body. On both sides of the floor tunnel portion 18, the floor panel 19 is lowered in two steps outward in the vehicle width direction. 2 and 3, illustration of the dash lower panel 17 is omitted.

  A pair of left and right front side frames 11, 11 are provided in the front portion of the vehicle body along the longitudinal direction of the vehicle body. Side portions of the front bulkhead 12 are attached to the front end portions of the front side frames 11 and 11. The front side frames 11 and 11 are provided with an electric power steering device EPS in front of the dash lower panel 17, and a power unit PU is mounted on the front side of the electric power steering device EPS.

  As shown in FIG. 3, the rear end portions of the front side frames 11 and 11 are formed as front side rear ends 16 and 16 having U-shaped cross-sections that are connected to the closed cross-section structure portion on the front side and open at the top. . The front side rear end 16 is joined to the lower surface of the dash lower panel 17 and the floor panel 19 from the dash lower panel 17 to the front end of the floor panel 19 to form a closed cross-sectional structure. Outriggers 13 and 13 having U-shaped cross-sections with open tops are connected along the vehicle width direction between the rear and lower walls of the front side rear ends 16 and 16 and the inner walls of the side sills 14 and 14. ing.

On both sides of the floor tunnel portion 18, left and right floor tunnel frames 15, 15 that form a closed cross-section structure portion on the lower surface of the floor panel 19 are provided on the lower surface of the floor panel 19 that is stepped downward. .
Between the rear side inner wall of the front side rear ends 16 and 16 and the front end portion of the floor tunnel frame 15, a lateral member 20, which is a U-shaped body floor member having an open upper portion, is connected along the vehicle width direction. Has been.

  Therefore, a closed cross-section structure portion continuous to the front side frames 11 and 11 is formed along the front-rear direction of the vehicle body by the front side rear end 16 below the dash lower panel 17 (not shown in FIG. 3). The outrigger 13 and the lateral member 20 form a closed cross-section structure portion along the vehicle width direction toward the side sill 14 and the floor tunnel frame 15. Here, the front side rear end 16, the outrigger 13, and the lateral member 20 have a flange portion at the upper edge of the wall portion of the open cross section, and this flange portion is joined to the floor panel 19 and the dash lower panel 17.

  A floor center frame 21 is attached to the rear ends of the left and right front side rear ends 16 and 16 so as to partially overlap in the front-rear direction with the dash lower panel 17 interposed therebetween. The floor center frame 21 is a member that is open at the bottom, and forms a closed cross-section structure on the upper surface of the floor panel 19 and the dash lower panel 17. At the front end of the floor tunnel frames 15, 15, a front end extension 10, which is a vehicle body floor member that is continuous with the floor tunnel frames 15, 15 and has a U-shaped cross section and is open at the top, has a front end as a lateral member 20. It is attached in a joined state (see FIG. 5). A dash lower panel 17 is joined on the front end extension 10 to form a closed section structure. The front end extension 10 constitutes part of the floor tunnel frames 15 and 15.

Below the front side frames 11, 11, a sub frame 22 that supports suspension parts (not shown) is detachably attached.
Specifically, as shown in FIG. 4, the sub-frame 22 is fastened to the front side frames 11 and 11 by a front fastening portion 22m supported at the front ends of the front side frames 11 and 11 via the front bulkhead 12. Upper mounting arms 25, 25, and a rear fastening portion 22u fastened from below the front end of the floor panel 19. The front fastening portion 22m is detachably attached to the front bulkhead 12, the upper mounting arms 25 and 25 are detachably attached to the lower surface of the front side frames 11 and 11, and the rear fastening portion 22u is detachably attached to the lower surface of the lateral member 20. Moreover, the sub-frame 22 is provided with the central folding point 27 bent toward the downward direction of the center part in the front-back direction.

As shown in FIG. 4, the subframe 22 includes a subframe body 23 cast from an aluminum alloy, and a pair of left and right press-molded light alloys or steel that extend from the both sides of the front end of the subframe body 23 toward the front end. Extension arms 24, 24. The electric power steering device EPS is fixed to the subframe main body 23 at, for example, three places on the upper surface in the vehicle width direction.
As shown in FIG. 2, the subframe main body 23 has a rear edge that curves forward, a left and right side edge that opens outward and extends linearly, and a straight line in the vehicle width direction. It is a member of the shape provided with the front edge extended in. The subframe main body 23 includes a plurality of vertical ribs (shown in FIG. 4) on the lower surface to increase rigidity, and upper mounting arms 25 and 25 extending upward at both ends of the front portion of the subframe main body 23.

  The rear ends of the extension arms 24, 24 are fixed to the front end of the subframe main body 23 from below by bolts 26, 26, 26, and the front fastening portion 22 m at the front end of the extension arm 24 is a lower corner of the front bulkhead 12. It is being fixed to the part with the volt | bolt 26 from the downward direction. In front of the rear end portion of the extension arm 24, as shown in FIG. The central folding point 27 normally does not bend at all, but it becomes a starting point that bends downward as a midway portion in the front-rear direction of the subframe 22 due to a predetermined input load F at the time of a vehicle frontal collision. Here, when the extension arms 24 and 24 are attached, the ground height at the front end is higher than the ground height at the rear end.

  As shown in FIG. 5, the rear fastening portion 22u of the subframe main body 23 is provided with a rear end extension portion 29 extending rearward from the rear fastening portion 22u. The sub-frame main body 23 has a thin thickness in the height direction immediately before reaching the rear fastening portion 22u, and the lower surface of the rear end extension 29 is horizontal, whereas the upper surface is formed thinner toward the rear, A space can be formed between the front end portions of the front end extension 10 of the floor tunnel frame 15.

  A front end portion of the link stay 30 covering the rear fastening portion 22u is overlapped from below, and fastening bolts 31 are inserted into the link stay 30 and the rear fastening portion 22u from below. The fastening bolt 31 is fastened and fixed to the weld nut 33 on the back surface of the mounting seat 32 of the horizontal member 20, whereby the link stay 30 and the rear fastening portion 22 u are fixed to the mounting seat 32 of the horizontal member 20. The front wall of the horizontal member 20 is formed so as to descend obliquely rearward, and the mounting seat 32 is formed substantially horizontally on a part of the lower wall.

  The front end extension 10 of the floor tunnel frame 15 is joined to the lower wall of the lateral member 20. The front end extension 10 is formed such that the front wall 10 a faces obliquely downward, and the front end faces the upper surface of the rear end extension 29 of the subframe body 23. On the front side of the front wall 10a of the front end extension 10, the rear end extension 29 of the subframe main body 23 is accommodated with a certain distance in the front-rear direction.

  A relief recess 37 is formed in the front wall 10 a of the front end extension 10 that faces the rear end extension 29 of the subframe body 23. The escape recess 37 receives and holds the rear end extension 29 of the subframe main body 23 that is not in contact at the initial stage of the collision when the rear end of the subframe main body 23 is moved rearward after the front collision of the vehicle. It is for support. Here, a reinforcement 34 is joined to the upper surface of the rising portion of the dash lower panel 17 from the vehicle interior corresponding to the front end portion of the floor tunnel frame 15.

  As shown in FIG. 6, a weld nut 33 to which the fastening bolt 31 is fastened is welded and fixed to the back surface of the mounting seat 32 of the horizontal member 20. A reinforcing plate 35 made of a plate material thicker than the lateral member 20 is joined to the back side of the mounting seat 32 of the lateral member 20 on the back side. The reinforcing plate 35 includes a hole 36 having a diameter larger than the outer shape of the weld nut 33 around the weld nut 33, and the hole 36 is formed so as to surround the weld nut 33. The periphery of the weld nut 33 of the reinforcing plate 35 is joined to the back side of the lateral member 20 at a plurality of locations by spot welding.

In particular, the spot welding point S is set just behind the hole 36, that is, behind the collision load input direction, and the reinforcing plate 35 tries to move backward with respect to the mounting seat 32 by the force acting from the front. At least by the spot welding point S immediately behind the hole 36, it can be received effectively in a shearing direction which is advantageous in terms of strength.
Therefore, although the lateral member 20 is reinforced by the reinforcing plate 35, when a downward load is applied to the weld nut 33 at the time of a vehicle front collision, the portion of the hole 36 to which the reinforcing plate 35 is joined, specifically, An annular portion of the horizontal member 20 existing between the hole 36 and the insertion hole through which the fastening bolt 31 is inserted breaks as the weakened portion Z, and the fastening bolt 31 breaks the horizontal member 20 together with the weld nut 33 to cross the horizontal member 20. Leave.

  As shown in FIGS. 5, 7, and 8, the front end extension 10 of the floor tunnel frame 15 is a U-shaped member that includes both side walls 40 and a bottom wall 41 and is open on the upper side. A support bracket 43 having a bolt holding portion 42 is attached in a horizontal direction between the side walls 40, 40. The bolt holding portion 42 of the support bracket 43 is formed by rolling a plate material into a cylindrical shape, and an arm portion 44 that extends obliquely rearward and rearwardly downward from the bolt holding portion 42 is continuously formed on the bolt holding portion 42. The terminal is provided with a mounting portion 45 bent rearward in the horizontal direction. The attachment portion 45 is welded and fixed to the bottom wall 41 of the front end extension portion 10. Through holes 50 are formed in the side walls 40 corresponding to both ends of the bolt holding portion 42.

  As shown in FIG. 7, the front end extension 10 of the floor tunnel frame 15 has a link stay 30 that is fastened together with the subframe main body 23, and the rear end of the link stay 30 (rear side of the collision load input direction). The support bolt 39 is horizontally inserted into the side wall 30 s of the), and the support bolt 39 is inserted into the bolt holding portion 42 of the support bracket 43 fixed between the side walls 40 of the front end extension 10 and fixed by the nut 38. Is done. In FIG. 8, the illustration of the reinforcement 34 is omitted.

  As shown in FIGS. 9 and 10, the upper mounting arm 25 of the subframe main body 23 includes an upper mounting arm main body 47 that extends upward and a connection bracket 46 that is attached to the upper mounting arm main body 47. The upper mounting arm 25 is fixed to the front side frame 11 by a connecting bracket 46. The connection bracket 46 is a member that is attached to the upper portion of the upper attachment arm main body 47 and is formed in an L shape toward the outside in a rear view. The connecting bracket 46 has a vertical base portion 49 that is fixed by inserting two fixing bolts 48 in the horizontal direction, and a horizontal portion that is fixed by inserting a single fixing bolt 48 from below in the vertical direction. It is comprised in the L shape by the attaching part 51 of a direction.

  An insertion hole 52 for the fixing bolt 48 is formed in the base portion 49, and this insertion hole 52 includes a notch portion 53 that opens downward. Therefore, when a load is applied that causes the upper mounting arm 25 to be pulled downward in the event of a vehicle collision, the connecting bracket 46 remains on the front side frames 11, 11, and the upper mounting arm main body 47 and the connecting bracket 46 are fixed. The fixing bolt 48 breaks the notch 53 and moves the upper mounting arm main body 47 downward, so that the subframe 22 is allowed to move downward.

  The link stay 30 will be described with reference to FIGS. The link stay 30 is formed by a bottom wall 30t and both side walls 30s in a U-shaped cross section, and the bottom wall 30t at the front end (the front end in the collision load input direction) is the rear fastening portion 22u of the subframe main body 23. At the same time, it is fastened together with the mounting seat 32 of the horizontal member 20, and the rear side wall 30s is supported by the front end extension 10 of the floor tunnel frame 15 with the vehicle width direction as an axis (see FIGS. 6 and 7).

An upper edge flange portion 30f extending laterally is formed on the upper edge of both side walls 30s of the link stay 30 to prevent opening. A V-shaped dent 30k is formed in the center in the front-rear direction at the upper edge of the side wall 30s on the outer side in the vehicle width direction, and the front side of the upper edge of the side wall 30s on the outer side in the vehicle width direction is an inclined portion 30a that gradually falls forward. It has become.
The side wall 30s on the inner side in the vehicle width direction of the link stay 30 has the same shape as the side wall 30s on the outer side in the vehicle width direction from the rear end side to the position of the bottom of the V-shaped recessed portion 30k of the side wall 30s on the outer side in the vehicle width direction. However, unlike the side wall 30s on the outer side in the vehicle width direction, the side wall 30s on the outer side in the vehicle width direction extends to the front end side with the height of the bottom of the V-shaped recess 30k.
The side walls 30s and 30s of the link stay 30 are arranged so as to sandwich the side walls 40 and 40 of the front end extension 10 of the floor tunnel frame 15 from the side (see FIGS. 5 and 7).

  A recess 30 h that abuts against the mounting seat 32 of the lateral member 20 is formed in the front portion of the link stay 30, with a part of the bottom wall 30 t recessed upward. The recess 30h is formed so as to be inclined and dropped from the bottom surface position of the bottom wall 30t. The strength of the front side of the link stay 30 is increased by the recess 30h. A bolt hole 30y of the fastening bolt 31 is formed in the recess 30h.

  Immediately after the recess 30h, that is, the rear side in the collision load input direction is located at a substantially central portion in the front-rear direction of the link stay 30. Here, the initial state of the subframe 22 and the grounding state of the subframe 22 in collision are shown. However, the downward convex portion 30x that protrudes downward is integrally formed by press molding so that the bottom surface of the bottom wall 30t protrudes downward in the vehicle width direction in a side view. As shown in FIG. 12, the downward convex portion 30x is a portion that slightly protrudes downward when the front end portion and the rear end portion are connected by a straight line P when viewed from the side surface. Corresponds to the formation position of the V-shaped recess 30k formed at the upper edge of the side wall 30s in the front-rear direction. The downward convex portion 30x is the starting point of the link stay 30. Specifically, the downward convex portion 30 x forms a ridge line in the width direction of the bottom wall 30 t of the link stay 30.

A side wall notch 30m is provided on the side wall 30s at the rear end of the link stay 30 from the rear edge to the front side with a certain width toward the front. This side wall notch 30 m is a notch for inserting the support bolt 39 and corresponds to the bolt holding portion 42 of the support bracket 43 disposed between the side walls 40, 40 of the front end extension 10 of the floor tunnel frame 15. ing.
Thereby, the support bolt 39 inserted into the bolt holding part 42 inserted between the side walls 40 of the front end extension 10 is inserted into the pair of side wall notches 30m with a margin in the front-rear direction and tightened to the nut 38. The rear end portion of the link stay 30 is pivotally supported in the vertical direction via the support bolt 39. The shaft portion of the support bolt 39 is configured as a fastening center O at the rear end portion of the link stay 30.

  As shown in FIG. 1, the positional relationship between the downward convex portion 30 x of the link stay 30, the central folding point 27 of the subframe 22, and the rear fastening portion 22 u of the subframe body 23 is the downward convex portion. The apex viewed from the side of 30x forms a truss structure that forms a triangle with the central folding point 27 of the subframe 22 and the rear fastening portion 22u, and the fastening center O between the central folding point 27 and the stay rear end of the link stay 30. Is located below a straight line L connecting the two. The rear fastening portion 22u is a mounting portion of the subframe main body 23, and the central folding point 27 indicates a bent portion. However, in the following explanation, when the rear fastening portion 22u is regarded as a node of the truss structure, the rear fastening portion 22u is a horizontal member. A joint portion 20 with the mounting seat 32, a central break point 27, indicates the central portion of the extension arm 24 in the vertical direction.

  The bottom wall 30t at the rear end portion of the link stay 30 is provided with a notch 30n from the end edge to the front side. The notch 30n prevents the bottom wall 30t from interfering with the bottom wall 41 of the front end extension 10 of the floor tunnel frame 15 when the link stay 30 rotates downward about the fastening center O at the stay rear end. It functions as a simple escape portion and allows the link stay 30 to rotate.

Next, the operation of the above embodiment will be described.
When a collision load input is applied during a vehicle frontal collision, the collision load input is distributed from the pair of extension arms 24 and 24 to the floor center frames 21 and 21 having high strength and rigidity through the subframe body 23.
Here, as shown in FIG. 1, when an input load F of a certain level or more acts on the lower part of the front bulkhead 12, the subframe 22 starts to bend downward starting from the central folding point 27.

  As shown in FIG. 16, at the beginning of the collision, immediately before the central fold point 27 of the subframe 22 starts to bend, in the mounting seat 32 of the lateral member 20, the point immediately before the weld nut 33 is the point of action S 1 and the weld nut 33. Immediately after, the fulcrum S2 becomes the fulcrum S2. However, since the subframe 22 is then displaced rearward, the fulcrum S2 is positioned at a position corresponding to the tip of the rear end extension 29 of the subframe body 23 as shown in FIG. Moving. Here, when a downward force U (see also FIGS. 1 and 10) acts on the upper mounting arm 25, the two fixing bolts 48 that fix the upper mounting arm main body 47 and the connecting bracket 46 break the notch 53. Then, the connecting bracket 46 is left on the front side frames 11 and 11, the upper mounting arm main body 47 is dropped and displaced downward, and the sub-frame main body 23 rotates counterclockwise in FIG. 17 about the fulcrum S2. Is allowed.

Then, as shown in FIG. 18, the subframe body 23 rotates with the tip of the rear end extension 29 as the fulcrum S <b> 2, and the weld nut 33 breaks the mounting seat 32 of the lateral member 20 and further the subframe body 23. Rotate. At this time, since the link stay 30 is integrated with the subframe main body 23, the link stay 30 rotates in the counterclockwise direction in FIG.
As shown in FIG. 19, when the front portion of the subframe main body 23 is grounded, the mounting seat 32 of the lateral member 20 is completely broken by the weld nut 33, although the weld nut 33 has not yet been pulled out.

In this state, the vehicle continues to move forward, and as shown in FIG. 19, the apex viewed from the side surface of the lower convex portion 30x of the link stay 30 is the center folding point 27 of the subframe 22 and the rear fastening portion 22u. A triangular truss structure is formed and positioned below a straight line L connecting the center break point 27 and the fastening center O at the rear end of the link stay 30 (holding the positional relationship of FIG. 1). That is, since the highly rigid recess 30h is provided on the front side in the collision load input direction, a highly rigid truss structure can be formed even if the link stay 30 is partially included.
Therefore, the force is concentrated on the downward convex portion 30x when the distance between the center folding point 27 and the fastening center O at the rear end of the link stay 30 is shortened without changing the rigid truss structure. In this way, the apex viewed from the side surface of the downward convex portion 30x of the link stay 30 starts to be displaced downward while increasing the degree of bending by bending the rear side of the link stay 30.

In other words, until then, the subframe main body 23 was rotated counterclockwise in FIG. 18 using the tip of the rear end extension 29 as the fulcrum S2, but after the grounding, the subframe main body 23 has the front end X as the grounding point. As shown by the arrow in FIG. 20, the link stay 30 starts to rotate counterclockwise around the support bolt 39 at the rear end as a fastening center O.
Then, as shown in FIG. 21, the link stay 30 is largely bent by the downward convex portion 30x, the subframe main body 23 is completely lowered downward together with the extension arm 24, and the link stay 30 has the second half portion in the vertical direction. It will be in a state suitable for.

  According to the above embodiment, the apex of the downward convex portion 30x of the link stay 30 forms a truss structure that forms a triangle shape with the central folding point 27 of the subframe 22 and the rear fastening portion 22u of the subframe 22. The impact load at the time of the front collision of the vehicle can be concentrated on the apex of the downward convex portion 30x, and the concentrated stress can be applied downward on the apex of the downward convex portion 30x. Further, since the mounting seat 32 of the lateral member 20 to which the rear fastening portion 22u of the subframe 22 is mounted is provided with a fragile portion Z that facilitates the detachment of the weld nut 33 from the mounting seat 32 due to a downward load. The rear fastening portion 22u of the subframe 22 can be reliably detached from the lateral member 20.

Therefore, at the time of a vehicle front collision, the subframe 22 bends downward at the central folding point 27 between the front fastening portion 22m and the rear fastening portion 22u, and then the front end is grounded, and the rear fastening portion 22u of the subframe body 23 is When the weld nut 33 of the member 20 breaks the fragile portion Z, the member 20 is detached from the mounting seat 32 of the lateral member 20, and the lower convex shape portion 30x of the link stay 30 is lowered downward while the link stay 30 and the sub frame 22 are integrated. Bend.
For this reason, the link stay 30 rotates about the fastening center O at the rear of the link stay 30 to reliably guide the subframe 22 below the vehicle body, and a lower arm (not shown) that is a suspension component supported by the subframe 22 or an electric motor The power steering device EPS can be displaced downwardly outside the range of the crash stroke of the front side frames 11 and 11.
Therefore, it is possible to prevent the lower arm and the electric power steering device EPS, which are suspension parts attached to the sub frame 22, from interfering with the power unit PU, and to prevent the sub frame 22 from interfering with the vehicle body, thereby increasing the deformation stroke of the vehicle body. The collision energy can be absorbed sufficiently.

The load input from the sub-frame 22 is locally applied to the fragile portion Z which is an annular portion of the lateral member 20 between the insertion hole of the fastening bolt 31 of the mounting seat 32 of the lateral member 20 and the hole 36 of the reinforcing plate 35. Since the mounting seat 32 of the horizontal member 20 can be broken by the fastening bolt 31 with a small displacement, the time to break can be shortened.
Here, since the reinforcing plate 35 is thicker than the plate thickness of the lateral member 20, it is possible to increase the resistance against the intrusion of the suspension components attached to the subframe 22 and the electric power steering device EPS.

  Further, when an impact load is applied to the sub-frame 22 at the time of a vehicle frontal collision, the load is a rupture load of the welded portion of the weld nut 33 fixed to the mounting seat 32 of the lateral member 20 and the welding of the lateral member 20 and the reinforcing plate 35. Since it acts as a shearing stress acting on the portion, it is possible to prevent the subframe 22 from sliding backward with respect to the lateral member 20 and to connect to the rotational movement of the subframe 22. Therefore, the backward movement of the subframe 22 can be reliably prevented.

Since the downward convex portion 30x of the link stay 30 can be easily formed on the bottom wall 30t of the link stay 30 by press molding, the number of parts does not increase and the manufacture is easy.
The link stay 30 includes a recessed portion 30h for the rear fastening portion 22u of the subframe main body 23 with the bottom wall 30t recessed upward, and a downward protruding portion 30x behind the recessed portion 30h. The increase in the rigidity on the front side facilitates the downward bending of the link stay 30 at the rear lower convex portion 30x, and the bottom of the fastening bolt 31 from the bottom surface extending from the subframe 22 to the link stay 30. It can prevent that a part protrudes below and interferes with a road surface.

The link stay 30 includes a side wall 30s extending from the bottom wall 30t. Since the V-shaped recess 30k is provided on the side wall 30s located above the lower convex portion 30x, the link stay 30 is lowered by the V-shaped recess 30k. The side wall 30s does not adversely affect the bending deformation at the convex portion 30x, and the link stay 30 can be reliably bent at the downward convex portion 30x.
The present invention is not limited to the above-described embodiment. For example, the structure of the front part of the vehicle body has been described as an example, but the present invention can also be applied to the structure of the rear part of the vehicle body. When used in the rear part of the vehicle body, the rear side sub-frame is reliably guided below the vehicle body even in the event of a vehicle rear-end collision with which another vehicle collides with the rear part of the vehicle body. Can be prevented. Further, the recessed portion 30h may be an isolated ridge portion without forming a ridge line. Further, the V-shaped recessed portion 30k of the side wall 30s may have a shape other than the V-shape.

11 Side frame (front side frame)
22 Subframe 22m Front fastening part 27 Center break point 20 Lateral member (body panel)
31 Fastening bolts (fasteners, bolts)
33 Weld nut (fastener, nut)
22u Rear fastening part 10 Front end extension (other body panels)
O Fastening center 30 Link stay 30x Lower convex part Z Weak part L Straight line 35 Reinforcement plate 36 Hole (insertion hole)
30t bottom wall 30h dent 30k V-shaped dent (dent)

Claims (7)

  A subframe that supports suspension components is provided below a side frame that is provided in the longitudinal direction of the vehicle body. The subframe is provided at a front fastening portion that is supported by an end portion of the side frame, and below a central portion in the longitudinal direction. A central folding point that bends toward the rear and a rear fastening portion that is fastened by a fastener from below the vehicle body panel, and a front portion that is the front side in the collision load input direction is jointly fastened to the vehicle body panel together with the rear fastening portion. A link stay that is supported by another vehicle body panel at the rear center that is the rear side in the input direction and that is centered on the vehicle width direction is provided, and the link stay protrudes downward in a substantially central portion in the front-rear direction. The vehicle body panel having a downward convex portion and to which the rear fastening portion of the sub-frame is attached can be easily detached from the vehicle body panel due to a downward load. And the apex of the downward convex portion forms a truss structure with the central folding point of the subframe and the rear fastening portion, and the initial state of the subframe and the sub A vehicle body frame structure for an automobile, which is located below a straight line connecting the center break point and the fastening center of the link stay even when the frame is in a grounded state.   The vehicle body panel to which the rear fastening portion of the sub-frame is fastened is provided with a superposed reinforcing plate, and the weakened portion allows insertion of the fastener of the vehicle body panel and the fastener. The vehicle body frame structure according to claim 1, wherein the vehicle body frame structure is an annular portion of the vehicle body panel between the insertion hole formed in the reinforcing plate.   3. The vehicle body frame structure for an automobile according to claim 2, wherein the reinforcing plate is thicker than the vehicle body panel to which the reinforcing plate is attached.   The said reinforcement board is welded with the said vehicle body panel in the collision load input direction of the said weak part, The said fastener is a nut fixed by welding to the said vehicle body panel or a bolt. 4. A vehicle body frame structure according to 3.   The vehicle body frame structure according to any one of claims 1 to 4, wherein the link stay has a bottom wall protruding downward to form the downward convex portion.   The link stay includes a recessed portion for the rear fastening portion in which the bottom wall is recessed upward, and the recessed portion includes the downward convex portion at the rear of the recessed load input direction. 5. A vehicle body frame structure according to 5. The automobile according to claim 5 or 6, wherein the link stay includes a side wall extending from the bottom wall, and a recess is provided on a side wall located above the downward convex portion. Body frame structure.

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