JP2016112956A - Front part structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front part structure of an automobile which can certainly prevent a cross member from being sandwiched between a power train and a vehicle chamber upon a frontal collision of the automobile, and can suppress the entry of the cross member to the vehicle chamber side.SOLUTION: A coupling flange portion which is a fastening portion of an engine of a power train 2 and a transmission 22 is formed to be the fast end of the power train 2. An inclined receiving surface 43A inclined upward from a vehicle front side toward a vehicle rear side is provided at a position opposite to the coupling flange portion 23 of the power train 2 in a cross member 4 in a vehicle fore-and-aft direction. On the other hand, an inclined abutting surface 23A is provided at the coupling flange portion 23 of the power train 2, which opposes to the inclined receiving surface 43A, is formed to incline upward from the vehicle front side toward the vehicle rear side, and abuts on the inclined receiving surface 43A to press down the cross member 4 to a lower side when the power trains 2 is retracted.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a front structure of an automobile, and more particularly, to a front structure of an automobile suitable for alleviating deterioration of occupant obstacle values.

The automobile includes a power train in which an engine and a transmission are fastened, and a cross member disposed at the rear of the power train at a front portion thereof.
The cross member disclosed in Patent Document 1 has a cross member inclined surface that is inclined upward from the front side of the vehicle toward the rear side of the vehicle at a position facing the fastening portion of the engine and the transmission that is the rearmost end of the power train. ing. Therefore, when a vehicle equipped with a cross member disclosed in Patent Document 1 collides head-on and the power train moves backward to the position where the cross member is disposed, the power train is guided by the cross member inclined surface and rides on the cross member. It is said that the space for crashing by the lap between the power train and the cross member is expanded, and the deformation of the cabin provided behind the cross member can be minimized.

Japanese Patent No. 2963749

However, in the automobile including the cross member disclosed in Patent Document 1 described above, there is no description regarding the structure of the portion facing the cross member inclined surface provided on the cross member. The structure of the power train varies depending on the vehicle, and the rear end of the power train does not necessarily run on the cross member along the cross member inclined surface, that is, depending on the shape of the rear end of the power train, There is a possibility that the train is caught by the cross member and is sandwiched between the power train and the cabin (vehicle compartment), and the cross member enters the vehicle compartment side together with the power train. In addition, if the power train rides on the cross member, if the power train enters the passenger compartment side, it will enter at a position higher on the passenger compartment side, and the obstacle value to the passenger may be deteriorated. .
The present invention has been made in view of the above circumstances, and when the automobile collides head-on and the power train moves backward to the position where the cross member is disposed, the cross member is sandwiched between the power train and the passenger compartment. It is an object of the present invention to provide a front structure of an automobile that can reliably prevent the cross member from entering the passenger compartment side.

  The present invention relates to an automobile equipped with a power train installed at a front portion of a vehicle, to which a vehicle engine and a transmission are fastened, and a cross member disposed behind the power train and extending in the vehicle width direction. It is a front part structure, and it is formed so that the joint flange part which is the fastening part of the engine of the power train and the transmission may become the last end part of the power train, and the joint flange part of the power train in the cross member And an inclined receiving surface that is inclined upward from the front side of the vehicle toward the rear side of the vehicle at a position that opposes the longitudinal direction of the vehicle, while facing the inclined receiving surface in the longitudinal direction of the vehicle to the coupling flange portion of the power train. The power train is configured to incline upward from the vehicle front side toward the vehicle rear side. To the inclined receiving surface in contact, characterized in that a tilting contact surface to push down the cross member to the lower side when.

  According to the present invention, when the automobile collides head-on and the power train moves backward to the position where the cross member is disposed, the inclined contact surface of the power train comes into contact with the inclined receiving surface of the cross member, and the cross member is moved downward by the power train. Therefore, it is possible to reliably prevent the cross member from being sandwiched between the power train and the passenger compartment. Therefore, it is possible to suppress the cross member from being pushed into the passenger compartment by being pushed by the power train.

In one aspect of the present invention, the inclined contact surface of the coupling flange portion is inclined parallel to the inclined receiving surface of the cross member or at an angle smaller than the inclined receiving surface with respect to the horizontal.
In this way, the inclined contact surface of the coupling flange portion always comes into contact with the inclined receiving surface of the cross member so that the cross member smoothly moves downward along the inclined contact surface as the power train moves backward. Displaced to the side.

In one aspect of the present invention, the cross member is provided to face the coupling flange portion in the vehicle front-rear direction, and has a recess capable of accommodating the coupling flange portion, and the inclined receiving surface is in the recess. A width corresponding to the thickness of the coupling flange portion is provided.
In this way, the inclined contact surface of the coupling flange portion is reliably guided to the inclined receiving surface. Moreover, since the range in which the inclined receiving surface is provided is limited to the range corresponding to the thickness of the coupling flange portion, the inclined receiving surface can be provided while ensuring the rigidity of the cross member.

In one aspect of the present invention, the cross member is provided with the inclined receiving surface on a front wall portion thereof, and has a joint flange extending from a lower edge of the front wall portion to a vehicle front side, and the joint flange is the power It is formed so as to be positioned below the connecting flange portion of the train.
In this way, since the connecting flange portion is guided by the joining flange of the cross member, it is possible to restrict the vertical displacement of the inclined contact surface with respect to the inclined receiving surface, and the inclined contact surface is more reliably attached to the inclined receiving surface. It can be made to contact.

In one aspect of the present invention, the cross member is a suspension cross member that supports a suspension.
In this way, when the automobile collides head-on and the power train moves backward to the position where the suspension cross member is disposed, the inclined contact surface of the power train contacts the inclined receiving surface of the suspension cross member, and the suspension cross member is caused by the power train. Is pushed downward, so that the suspension cross member can be reliably prevented from being sandwiched between the power train and the passenger compartment. Therefore, it can suppress that a suspension cross member approachs into the compartment side by being pushed by a power train.

  According to the present invention, it is possible to reliably prevent the cross member from being sandwiched between the power train and the passenger compartment when the automobile collides head-on, and to suppress the cross member from entering the passenger compartment. it can.

It is a top view which shows the front part structure of the motor vehicle which concerns on embodiment of this invention. It is the II-II sectional view taken on the line of the front part structure of the motor vehicle shown in FIG. It is a figure which shows the front part structure of the motor vehicle shown in FIG. 2, Comprising: (a) shows the state before a motor vehicle collides head, (b) shows the state when a motor vehicle collides front.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments suitable for a front structure of an automobile according to the invention will be described in detail with reference to the accompanying drawings. In addition, this invention is not limited by this embodiment, and all the structures demonstrated by this embodiment are not essential as a solution means of this invention.

FIG. 1 is a plan view showing a front structure 1 of an automobile according to an embodiment of the present invention, and FIG. 2 is a sectional view taken along line II-II of the front structure 1 of the automobile shown in FIG.
As shown in FIGS. 1 and 2, a front structure 1 of an automobile according to an embodiment of the present invention includes a power train 2 at a front portion of the automobile and a suspension cross member 4 disposed behind the power train 2. I have.

  As shown in FIG. 1, the powertrain 2 is configured by fastening a vehicle engine 21 and a transmission 22. The vehicle engine 21 and the transmission 22 have flanges 211 and 221, respectively, and the flanges 211 and 221 are fastened to become a coupling flange portion 23 to constitute a fastening portion.

  The suspension cross member 4 is a vehicle body member that is disposed immediately after the power train 2 and is provided along the vehicle width direction. The lower arm of the suspension device is supported at both ends in the vehicle width direction.

As shown in FIG. 2, the suspension cross member 4 is configured to have a closed cross section by an upper frame 41 and a lower frame 42 joined to a lower portion of the upper frame 41.
The upper frame 41 is formed by press-molding a steel plate having a uniform thickness, and is a member formed in a box shape that is elongated in the vehicle width direction with the lower surface opened. Joining flanges 41a and 41b extending in the front-rear direction of the vehicle are provided on the front edge and the rear edge of the upper frame 41, respectively.

  An upper surface portion of the upper frame 41 constitutes an upper wall portion 4A of the suspension cross member 4. The front surface portion of the upper frame 41 constitutes the front wall portion 4B of the suspension cross member, and the rear surface portion constitutes the rear wall portion 4C of the suspension cross member 4.

  As with the upper frame 41, the lower frame 42 is formed by press-forming a steel plate having a uniform thickness, and is a plate-like member that is elongated in the vehicle width direction. As shown in FIG. 1, the lower frame 42 is formed in the same shape as the upper frame 41 in plan view, and is joined to the lower surfaces of the joining flanges 41a and 41b provided on the upper frame 41 as shown in FIG. The lower wall portion 4D of the suspension cross member 4 is configured.

  As shown in FIGS. 1 and 2, a recess 43 is provided in the front wall 4 </ b> B of the suspension cross member 4. The recess 43 is provided at a position facing the coupling flange 23 which is a fastening portion between the engine 21 for the vehicle of the power train 2 and the transmission 22 in the vehicle front-rear direction, as shown in FIG. It has an inclined receiving surface 43A that is inclined upward toward the rear.

Moreover, as shown in FIG. 1, the recessed part 43 is locally provided by the width | variety sufficient to accommodate the coupling flange part 23 in a vehicle width direction, and the width | variety becomes narrow gradually toward 43A of inclination receiving surfaces. Is formed. The inclined receiving surface 43 </ b> A has a width W corresponding to the thickness T of the coupling flange portion 23.
Further, as shown in FIG. 2, the suspension cross member 4 is joined to the front edge of the upper frame 41, that is, from the lower edge of the front wall portion 4 </ b> B where the concave portion 43 (inclined receiving surface 43 </ b> A) is provided. The flange 41 a is formed so as to be positioned below the connecting flange portion 23 of the power train 2.

  As shown in FIG. 2, the connecting flange portion 23 of the vehicle engine 21 and the transmission 22 extends to the rear side so as to be the rearmost end of the power train 2, and the suspension cross member 4 is provided at a lower portion thereof. An inclined contact surface 23A is provided so as to face the inclined receiving surface 43A in the vehicle longitudinal direction. That is, the portion of the coupling flange portion 23 that faces the inclined receiving surface 43A in the vehicle front-rear direction is formed so as to incline upward toward the rear of the vehicle to constitute the inclined contact surface 23A. The inclined contact surface 23A is provided with a coupling flange portion 23 that is the rearmost end portion of the power train 2 in the suspension cross member 4 when the automobile collides front and the power train 2 moves backward to the position where the suspension cross member 4 is disposed. The suspension cross member 4 is stably brought into contact with the inclined receiving surface 43A of the concave portion 43 and is surely pushed down. Further, the portion where the inclined contact surface 23A of the coupling flange portion 23 is formed has a size including a shape S that is the minimum necessary for fastening the engine 21 and the transmission 22 indicated by a two-dot chain line in FIG. .

  The inclination angle α of the inclination receiving surface 43A and the inclination angle β of the inclination contact surface 23A are such that the automobile collides head-on, the powertrain 2 moves backward to the position where the suspension cross member 4 is disposed, and the inclination contact surface 23A is placed on the inclination reception surface 43A. When the abutment is made, the power train 2 applies a force in a direction to push down the suspension cross member 4, and the power train 2 does not ride on the suspension cross member 4. Specifically, as shown in FIG. 2, the inclined receiving surface 43A has a range in which the angle inclined to the vehicle rear side with respect to the horizontal plane is minus 10 degrees or less with reference to 60 degrees, that is, the vehicle rear side with respect to the horizontal plane. It is set to a range of 50 to 60 degrees on the side. The inclined contact surface 23A is set to be parallel to the inclined receiving surface 43A or to have a smaller angle with respect to the horizontal surface than the inclined receiving surface 43A in a range of 60 degrees to 50 degrees on the vehicle rear side with respect to the horizontal plane.

FIGS. 3A and 3B are diagrams showing the front structure of the automobile shown in FIG. 2, wherein FIG. 3A shows a state before the automobile has a frontal collision, and FIG. 3B shows a state when the automobile has a frontal collision. .
As shown in FIG. 3 (a), the front structure 1 of the automobile according to this embodiment is in a state before the automobile collides front, and the recess 43 provided in the suspension cross member 4 is the rearmost end of the power train 2. The engine 21 and the coupling flange 23 of the transmission 22 face each other in the vehicle front-rear direction, and the inclined receiving surface 43A included in the recess 43 and the inclined contact surface 23A included in the coupling flange 23 are separated from each other.

  When the automobile collides head-on, the power train 2 moves backward due to the collision force. When the collision force due to the frontal collision is small, the power train 2 does not retreat to the position where the suspension cross member 4 is disposed, and the suspension cross member 4 is not pushed by the power train 2.

  On the other hand, as shown in FIG. 3B, when the collision force due to the frontal collision is large, the power train 2 moves backward to the position where the suspension cross member 4 is arranged, and the engine 21 and the transmission which are the rearmost ends of the power train 2 are transmitted. The coupling flange portion 23, which is a fastening portion 22, enters the recess 43 provided in the suspension cross member 4, and the inclined contact surface 23 </ b> A of the coupling flange portion 23 contacts the inclined receiving surface 43 </ b> A in the recess 43. At this time, since the width of the recess 43 of the suspension cross member 4 is gradually narrowed toward the inclined receiving surface 43A, the inclined contact surface 23A of the coupling flange portion 23 is reliably guided to the inclined receiving surface 43A. Is done. When the inclined contact surface 23A comes into contact with the inclined receiving surface 43A, the collision force includes a force in a direction in which the power train 2 pushes down the suspension cross member 4, and a force in a direction in which the power train 2 rides on the suspension cross member 4. Distributed to. In this case, the force between the inclined receiving surface 43A and the inclined contact surface 23A is such that the force in the direction in which the power train 2 pushes down the suspension cross member 4 is greater than the force in the direction in which the power train 2 rides on the suspension cross member 4. Since the angle is set, the collision force is mainly used as a force by which the power train 2 pushes down the suspension cross member 4. As a result, the suspension cross member 4 is pushed down while being deformed by the power train 2 and is forcibly displaced downward, thereby preventing the suspension cross member 4 from being sandwiched between the power train 2 and the passenger compartment. be able to. This prevents the suspension cross member 4 from being pushed by the power train 2 and entering the vehicle compartment. Further, since the collision force to the vehicle compartment side acting on the power train 2 is reduced by contact with the suspension cross member 4, the amount of movement of the power train 2 to the vehicle compartment side (rear side) is reduced, and the power train 2 The amount of entry into the cabin is also suppressed.

  As described above, in the front structure 1 of the automobile according to the present embodiment, the suspension cross member 4 is moved by the power train 2 when the automobile collides front and the power train 2 moves backward to the position where the suspension cross member 4 is disposed. Since the suspension cross member 4 is prevented from being sandwiched between the power train 2 and the passenger compartment, the suspension cross member 4 can be prevented from entering the passenger compartment side. The amount of entry of the power train 2 into the passenger compartment can also be suppressed.

  In addition, since the inclination angle of the inclined contact surface 23A of the coupling flange portion 23 with respect to the horizontal plane is set to be parallel to the inclination receiving surface 43A or smaller than the inclined receiving surface 43A, the inclined contact surface 23A with respect to the inclined receiving surface 43A. Will always hit the surface, and the suspension cross member 4 can be smoothly displaced downward along the inclined contact surface 23A in accordance with the retreat of the power train 2.

  Further, the suspension cross member 4 is provided with a concave portion 43 so as to face the coupling flange portion 23 in the vehicle longitudinal direction, and an inclined receiving surface 43A having a width corresponding to the thickness of the coupling flange portion 23 is provided in the concave portion. . Moreover, since the width of the concave portion 43 is formed so as to gradually become narrower toward the inclined receiving surface 43A, the inclined contact surface 23A of the coupling flange portion 23 is reliably guided to the inclined receiving surface 43A. Moreover, since the range in which the inclined receiving surface 43A is provided is limited to the range corresponding to the thickness T of the coupling flange portion 23, the recess 43 and the inclined receiving surface 43A can be provided while ensuring the rigidity of the suspension cross member 4. .

  Further, the suspension cross member 4 is provided with an inclined receiving surface 43A on the front wall portion 4B of the suspension cross member 4, and a joining flange extending forward in the vehicle front-rear direction on the front edge of the upper frame 41 which is the lower edge of the front wall portion 4B. 41a, and the connecting flange 41a is disposed at a position below the connecting flange portion 23 of the power train 2. As a result, when the automobile collides front and the power train 2 moves back to the position where the suspension cross member 4 is disposed, the coupling flange portion 23 of the power train 2 is guided by the joint flange 41a of the suspension cross member 4, so The vertical displacement of the inclined contact surface 23A with respect to the surface 43A can be restricted, and the inclined contact surface 23A can be more reliably brought into contact with the inclined receiving surface 43A.

  As described above, the present invention reliably prevents the cross member from being sandwiched between the power train and the passenger compartment in the event of a frontal collision of the automobile, and the passenger compartment of the cross member pushed by the power train. Since the approach to the side can be suppressed, it is suitable for a wide range of automobiles.

DESCRIPTION OF SYMBOLS 1 Front structure of motor vehicle 2 Power train 21 Engine 211 Flange 22 Transmission 221 Flange 23 Joint flange part 23A Inclined contact surface 4 Suspension cross member (cross member)
4A Upper wall part 4B Front wall part 4C Rear wall part 4D Lower wall part 41 Upper frame 41a, 41b Joint flange 42 Lower frame 43 Recessed part 43A Inclined receiving surface

Claims (5)

A powertrain installed at the front of the vehicle, where the engine and transmission for the vehicle are fastened,
A cross member disposed behind the power train and extending in the vehicle width direction;
A front structure of an automobile comprising:
A coupling flange portion that is a fastening portion between the engine and the transmission of the power train is formed to be the rearmost end portion of the power train,
While providing an inclined receiving surface inclined upward from the vehicle front side toward the vehicle rear side at a position facing the coupling flange portion of the power train in the cross member in the vehicle longitudinal direction,
The connecting flange portion of the power train is opposed to the inclined receiving surface in the vehicle front-rear direction, and is inclined upward from the front side of the vehicle toward the rear side of the vehicle. A front structure of an automobile, comprising an inclined contact surface that contacts the surface and pushes down the cross member downward.   The inclined contact surface of the coupling flange portion is inclined parallel to the inclined receiving surface of the cross member or at an angle smaller than the inclined receiving surface with respect to the horizontal. Car front structure. The cross member is provided facing the coupling flange portion in the vehicle front-rear direction, and has a recess capable of accommodating the coupling flange portion,
3. The front structure of an automobile according to claim 1, wherein the inclined receiving surface is provided in the concave portion with a width corresponding to the thickness of the coupling flange portion. The cross member is provided with the inclined receiving surface on the front wall portion thereof, and has a joint flange extending from the lower edge of the front wall portion to the vehicle front side,
The front structure of an automobile according to any one of claims 1 to 3, wherein the joining flange is formed to be positioned below the coupling flange portion of the power train. 5. The front structure of an automobile according to claim 1, wherein the cross member is a suspension cross member that supports a suspension. 6.

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