JP2020069830A - Vehicle structure - Google Patents

Abstract

To provide a vehicle structure capable of improving impact absorption performance during a head-on collision of a vehicle more than before.SOLUTION: A vehicle structure A includes a suspension member 4 in which both ends in a vehicle width direction are mounted in a pair of right and left front side members 3 through a front side mounting section 9A and rear side mounting sections 9B and 9B', which are provided in the pair of front side members 3. In the vehicle structure A, the rear side mounting sections 9B and 9B' are arranged at the inside in the vehicle width direction of the front side mounting section 9A. A rigid break-point R to be a starting point of bending deformation of each front side member 3 when a prescribed load or more is input from a vehicle front side is provided at a position in the vicinity of the vehicle front side of the front side mounting section 9A of each front side member 3.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle structure such as an automobile, and more particularly, to a vehicle structure capable of improving impact absorption performance at the time of a frontal collision of the vehicle.

  As a vehicle structure, as described in Patent Document 1, a pair of left and right front side members extending in the vehicle front-rear direction are arranged on both sides of a front portion of an engine room in a vehicle width direction, and the pair of front portions is arranged. A configuration in which both ends of the suspension member in the vehicle width direction are attached to the side member is often adopted. In the vehicle structure having such a structure, when a front collision of the vehicle occurs, a rigidity breakpoint is set on the front side member as a means for absorbing and mitigating the collision load, and when the front collision of the vehicle occurs. A means for positively bending and deforming the front side member from the rigidity breaking point is adopted. With such a configuration, it is possible to absorb and reduce the collision load at the time of a frontal collision of the vehicle by the deformation of the front side member.

  However, in the above-mentioned prior art, there is still room for improvement as described below.

  That is, when a suspension member is attached to a pair of left and right front side members, a front mounting portion and a rear mounting portion that are separated from each other in the vehicle front-rear direction are provided as described in Patent Document 2, and both of these are mounted. Of these, a configuration may be adopted in which the rear mounting portion is located on the inner side in the vehicle width direction than the front mounting portion. Although such a configuration is preferable for improving the steering performance of the vehicle, the load transmissibility of each front side member is deteriorated when a front collision of the vehicle occurs. This is because if the rear mounting part of the suspension member is located on the inner side in the vehicle width direction than the front mounting part, when a load is applied to each front side member, the rear mounting part of the front side member This is because the region on the vehicle front side of the portion bends inward in the vehicle width direction due to the influence of the rear mounting portion. This makes it difficult to control the front side member so that bending deformation suitable for absorbing and relaxing the collision load occurs, and an excellent shock absorbing function cannot be obtained at the time of a frontal collision of the vehicle.

JP, 2009-255883, A JP, 2005-162144, A

  The present invention has been devised under the circumstances as described above, and it is an object of the present invention to provide a vehicle structure capable of improving the shock absorbing performance at the time of a frontal collision of the vehicle as compared with the conventional structure. I am trying.

  In order to solve the above problems, the present invention takes the following technical means.

The vehicle structure provided by the present invention includes a pair of left and right front side members disposed on both sides of the engine room in the vehicle width direction and extending in the vehicle front-rear direction, and a front mounting portion and a rear portion provided on the pair of front side members. A suspension member in which both ends in the vehicle width direction are attached to the pair of front side members via side attachment portions, and the rear attachment portion is arranged inside the vehicle width direction with respect to the front attachment portion. Of the front side members, the front side members of the front side members are located near the front side of the front mounting portion when a load larger than a predetermined value is input from the front side of the vehicle. It is characterized in that a rigid breaking point is provided as a starting point of the bending deformation.

With such a configuration, the center of the rear mounting portion of the suspension member with respect to the front side member is located inside the center of the front mounting portion in the vehicle width direction, so that the steering stability of the vehicle is improved. In addition to being preferable, the following effects can be further obtained.
First, when a front collision of the vehicle occurs and a collision load is input to the front side member from the front side of the vehicle, the front attachment portion of the suspension member functions as a bulging portion against the load, and the front portion of the vehicle is affected. It is possible to appropriately and stably bend and deform the front side member starting from the rigid breaking point located on the side. Unlike the phenomenon described in Patent Document 2, the long dimension area of the front side member is not significantly deformed inward in the vehicle width direction due to the influence of the rear mounting portion, and the rigidity breaking point is set as the starting point. It is possible to appropriately control the mode of deformation and the amount of deformation of the front side member. Therefore, at the time of a frontal collision of the vehicle, appropriate impact absorption performance can be obtained by deformation of the front side member, and occupant protection performance can also be improved.
Secondly, the above-mentioned operation can be realized without separately providing a new member. Therefore, an increase in weight and an increase in manufacturing cost can be appropriately suppressed.

  Other features and advantages of the present invention will become more apparent from the following description of the embodiments of the invention with reference to the accompanying drawings.

It is a principal part side view which shows an example of the vehicle structure which concerns on this invention. FIG. 2 is a bottom view of a main part of FIG. 1 and an enlarged view of the main part. It is a principal part expanded side sectional view of FIG. FIG. 4 is a sectional view taken along line IV-IV in FIG. 3. 3A is a sectional view of a main part of FIG. 3, and FIG. 3B is a sectional view taken along line Vb-Vb of FIG. FIG. 2 is a plan view of a main part of a front side member of the vehicle structure shown in FIG. 1. FIG. 7 is a sectional view taken along line VII-VII of FIG. 2. It is a principal part schematic bottom view which shows the effect | action of the vehicle structure shown in FIG.

  Hereinafter, preferred embodiments of the present invention will be specifically described with reference to the drawings.

  A vehicle structure A shown in FIGS. 1 and 2 includes an engine room 10 provided in a front portion of a vehicle 1 and having a power plant 2 including an engine, a transmission, and the like arranged therein, a pair of left and right front sides. A member 3, a rigid breaking point R provided at a location of the front side member 3 described later, and a suspension member 4 (also referred to as a subframe) for suspending the front wheel 19 via the lower arm 7 are provided.

The pair of front side members 3 are vehicle body constituent members located on both sides of the engine room 10 in the vehicle width direction and extending in the vehicle front-rear direction. However, an intermediate portion in the longitudinal direction of the front side member 3 is bent, and as shown in FIG. Further, as shown in FIGS. 2 and 6, there is also provided an inwardly inclined portion 33 that is inclined in a bottom view so that the rear side of the front side member 3 is arranged more inward than the front side of the front side member 3. ..

  The suspension member 4 is a member that rotatably supports the base end portion of the lower arm 7, and is located below the vertically inclined portion 30 of the front side member 3 in a vehicle side view. The suspension member 4 and the front side member 3 are provided with a front mounting portion 9A and rear mounting portions 9B and 9B 'for mounting the front and rear portions of both ends of the suspension member 4 in the vehicle width direction to the front side member 3. Has been.

  As shown in FIGS. 3 and 4, the front mounting portion 9A has a front bracket member 41, which is erected on the upper surface of the suspension member 4 near the front portion of the front side member 3. This is a part connected to the fixed support member 39 via a rubber bush 81a. Inside the front side member 3, a reinforcement 39 a for enhancing the attachment strength of the support member 39 is appropriately provided.

  As well shown in FIG. 5, the rear side attachment portion 9B is a portion where the rear portion of the suspension member 4 is fastened to the pedestal portion 38 welded to the lower surface side of the vertically inclined portion 30 with the bolt 90. is there. The rear mounting portion 9B 'is a portion where the stay 42 fixed to the rear portion of the suspension member 4 is fastened to the portion of the vertically inclined portion 30 below the pedestal portion 38 with a bolt 91.

  In FIG. 2 and FIG. 3, the lower arm 7 has a front wheel 19 supported at its tip, and its base end has a suspension member 4 so that the front wheel 19 and the suspension member 4 can move up and down relatively. Is rotatably connected to. More specifically, the base end portion of the lower arm 7 is branched into a front portion and a rear portion, and is attached to the suspension member 4 via the front rotation support portion 8A and the rear rotation support portion 8B. The front rotation support portion 8A is configured by using a rubber bush 81 having a central axis extending in a substantially horizontal direction, and the rear rotation support portion 8B has a standing rubber bush having a central axis extending in a vertical height direction. It is configured by using 82. The rubber bush 82, stay 42, suspension member 4, and pedestal portion 38 are fastened together using bolts 90.

As clearly shown in the enlarged view of the main part of FIG. 2, the center P2 of the rear rotation support portion 8B of the lower arm 7 is a proper dimension L1 inward in the vehicle width direction from the center P1 of the front rotation support portion 8A. It is just offset. According to such a configuration, it is possible to improve the maneuverability as compared with the other configuration. Further, the center P2 described above is located immediately below the front side member 3. Therefore, for example, it is not necessary to provide the front side member 3 with a projecting member that projects in the vehicle width direction and then provide the rear rotation support portion 8B on this projecting member. Therefore, it is possible to enhance the building rigidity of the rear rotation support portion 8B and its peripheral portion, and further improve the maneuverability. Preferably, the center P2 is arranged immediately below the center of the front side member 3 in the vehicle width direction, but may be arranged so as to be displaced from the center CL of the front side member 3 in the vehicle width direction (FIG. 5 (b)). See).
Corresponding to the configuration described above, the rear mounting portions 9B and 9B 'are offset from the front mounting portion 9A by an appropriate dimension L2 inward in the vehicle width direction.

As well shown in FIG. 6, the inwardly-inclined portion 33 of the front side member 3 is a portion that is inclined in a bottom view so as to be located inward in the vehicle width direction toward the vehicle rear side. The front end and the rear end of the inset slope portion 33 are bent portions 33a and 33b in bottom view. In the present embodiment, the formation point of the bent portion 33a on the front side is the rigidity breaking point R among them.
The front bent portion 33a is one of the change points of the shape of the front side member 3,
When a load of a predetermined amount or more is applied from the front side of the vehicle, this rigid breaking point R serves as a starting point, and the front side member 3 can be bent and deformed. The rigid breaking point R is provided at a position near the vehicle front side of the front mounting portion 9A.

  The front side member 3 is also provided with a bead forming region 37 and a wheel escape recess 36. The bead formation region 37 is a region in which one or a plurality of beads 37 a are provided, and thus is easily compressed and deformed when a front collision of the vehicle 1 occurs, and is provided in the vicinity of the front end portion of the front side member 3. ing. The wheel escape recess 36 is a portion for avoiding interference with the front wheel 19, and is provided on the outer surface side of the front side member 3. The rigidity breaking point R is located on the vehicle rear side with respect to the wheel escape recess 36. Such a configuration is preferable in bending the front side member 3 into a state suitable for shock absorption at the time of a frontal collision of the vehicle 1, as described later.

As shown in FIGS. 1 and 3, the engine room 10 and the vehicle compartment 11 are partitioned by a dash panel 5, and a floor panel 17 (front floor panel) is connected to a lower rear end of the dash panel 5. Has been done.
A rear region 3a of the front side member 3 on the vehicle rear side of the inwardly inclined portion 33 is located on the lower surface side of the floor panel 17, and as shown in FIG. 7, for example, the exhaust muffler arrangement of the floor panel 17 is arranged. It is located on both sides of the tunnel portion 17a for business use and extends in the vehicle front-rear direction.
Reference numeral 16 is a reinforcing member that reinforces the base end portion of the tunnel portion 17a, and reference numeral 15 is a rocker.

  As shown in FIG. 2, the vicinity of the rear mounting portions 9B and 9B 'of the front side member 3 and the front end portion of the rocker 15 are connected to each other via a torque box 14. As a result, the torsional rigidity of the vehicle body can be increased, and the rigidity in the vicinity of the rear mounting portions 9B and 9B 'can be effectively increased to stabilize the support state of the suspension member 4.

  Next, the operation of the vehicle structure A described above will be described.

  First, the rear mounting portions 9B and 9B 'of the suspension member 4 are located on the inner side in the vehicle width direction than the front mounting portion 9A, and the front side member 3 has a bent shape having the inwardly inclined portion 33. Is. Therefore, when a front collision of the vehicle 1 occurs and the collision load F is input to the front side member 3 from the front side of the vehicle, the entire front area of the front side member 3 is essentially inward. It becomes easy to deform inward in the vehicle width direction toward the rear mounting portions 9B, 9B 'in the inserted arrangement. With this, an efficient shock absorbing function due to the deformation of the front side member 3 cannot be obtained.

  On the other hand, in the present embodiment, the front mounting portion 9A of the suspension member 4 stretches the rigid breaking point R provided in the vicinity of the front side of the vehicle, so that the rigid breaking point R is used as the starting point for the front side member. 3 can be bent and deformed accurately. FIG. 8 schematically or schematically shows an example in which one front side member 3 located on the upper side of the drawing is bent and deformed at the time of a frontal collision of the vehicle 1. However, such deformation is excellent. Shock absorption performance can be obtained.

As described with reference to FIG. 6, the front side member 3 has the bead formation region 37 and the wheel relief recess 36 in a predetermined arrangement in addition to the rigid breaking point R. In addition to providing a shock absorbing function due to compressive deformation, the vicinity of the location where the wheel escape recess 36 is formed is deformed inward in the vehicle width direction as shown by the arrow Na, while the area near the rigid breaking point R is As shown by the arrow Nb, it is possible to cause a tendency to deform outward in the vehicle width direction. As a result, the total amount of deformation of the front side member 3 can be increased and the shock absorbing function can be further enhanced. In addition, there is an advantage that it is easy to control the deformation mode of the front side member 3.

  The front side member 3 is configured to include the inwardly inclined portion 33, and the rear region 3a of the front side member 3 is disposed closer to the center in the vehicle width direction than the front region. Therefore, as shown in FIG. 7, it is possible to make the mutual space dimension Ld between each front side member 3 and the tunnel portion 17a of the floor panel 17 relatively small. In the figure, the pair of left and right front side members 3'shown by phantom lines differ from the present embodiment in that the above-mentioned inwardly-inclined inclined portion 33 is not provided and the mutual spacing remains relatively wide (on the front end side). This is the case when they are placed in the same width. On the other hand, according to the present embodiment, the rear region 3a of each front side member 3 is arranged close to the tunnel portion 17a, and the tunnel portion 17a can be appropriately reinforced. As a result, the deformation of the tunnel portion 17a during traveling of the vehicle is appropriately suppressed by the presence of the front side member 3, and for example, the seat roll angle during turning of the vehicle is reduced, and the behavior in the vertical height direction is suppressed. It is also possible to improve the riding comfort of the vehicle 1.

  The present invention is not limited to the contents of the above-mentioned embodiment. The specific configuration of each part of the vehicle structure according to the present invention can be modified in various ways within the scope intended by the present invention.

  In the above-described embodiment, the bending portion 33a at the front end of the inward sloped portion 33 of the front side member 3 is formed as the rigid breakpoint R, but the rigid breakpoint R according to the present invention is as follows. It is not limited to the location where the bent portion 33a is formed. The rigidity breaking point may be a starting point of bending deformation of the front side member 3 when a load more than a predetermined value is input from the front of the vehicle, and a weak portion such as a notch or a thin portion is formed in the front side member 3. It may be configured by being provided. It is also possible to join another member to the front side member 3 and make a point where the rigidity suddenly changes, which is a boundary portion between the joining portion and the non-joining portion of this member, the rigidity breaking point. The rigid breaking point can be provided not at the bent portion but at the straight portion of the front side member 3. In short, the rigidity breaking point is configured to be a starting point of bending deformation of the front side member when a load input of a predetermined amount or more is provided, and is provided in the vicinity of the vehicle front side of the front mounting portion of the suspension member. Just do it.

The configurations of the front-side mounting portion and the rear-side mounting portion according to the present invention can be different from those of the above-described embodiment. In the above-described embodiment, the rear side mounting portions are provided at two locations (rear side mounting portions 9B and 9B '), but the rear side mounting portion may be provided at only one location.
The present invention can be applied to not only engine vehicles but also hybrid vehicles and electric vehicles. The engine room in the present invention is a concept including a space for accommodating a motor instead of or in addition to the engine (internal combustion engine).

A Vehicle structure R Rigidity breaking point 1 Vehicle 10 Engine room 3 Front side member 33 Inclined part (of front side member)
4 Suspension member 8A Front rotation support portion 8B Rear rotation support portion 9A Front attachment portion 9B, 9B 'Rear attachment portion

Claims (1)

A pair of left and right front side members disposed on both sides of the engine room in the vehicle width direction and extending in the vehicle front-rear direction;
A suspension member in which both ends in the vehicle width direction are attached to the pair of front side members through front attachment portions and rear attachment portions provided on the pair of front side members,
Is equipped with
The rear mounting portion is a vehicle structure arranged inward in the vehicle width direction with respect to the front mounting portion,
In each of the front side members, at a position near the vehicle front side of the front mounting portion, a rigidity breaking point that becomes a starting point of bending deformation of each front side member when a load larger than a predetermined value is input from the vehicle front side. A vehicle structure, characterized in that a vehicle structure is provided.

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