JP2021127050A - Front part vehicle body structure of vehicle - Google Patents

Abstract

To provide a front part vehicle body structure of a vehicle which reinforces a portion in which a load from an impact absorption member is input to exert stress on a cross member support part and a reinforcement space is not secured by an upper arm and which inhibits occurrence of blow holes (hole-like defects occurring in a casting) to stably secure strength of a structure.SOLUTION: A front part vehicle body structure of a vehicle includes suspension housings 30 each of which is formed by a casting in which suspension damper support parts 34, upper arm support parts 35, and lower arm supports part 36 are formed. Each suspension housing 30 supports an impact absorption member 40 on its front surface and has a thick plate part 30A where a cross member 31 increases a thickness of a portion, in which the upper arm support parts 35 are provided at the outer side in a vehicle width direction, compared to other portions, at the inner side in the vehicle width direction. A dimple processing part 37 is formed at the thick plate part 30A.SELECTED DRAWING: Figure 12

Description

The present invention relates to a front vehicle body structure of a vehicle including a suspension housing made of a cast product in which a suspension damper support portion, an upper arm support portion, and a lower arm support portion are formed.

Conventionally, as the front body structure of the vehicle of the above-mentioned example, for example, there is one disclosed in Patent Document 1.
That is, the suspension housing is formed of aluminum die-cast to achieve both weight reduction and improvement of support rigidity, and the suspension housing is formed with a suspension damper support portion, an upper arm support portion, and a lower arm support portion. ing.

Further, a crash box as a shock absorbing member is attached to the front surface of the suspension housing, and a cross member for connecting a pair of left and right suspension housings in the vehicle width direction is provided inside the suspension housing in the vehicle width direction. ing.

In this conventional structure, the load from the crash box, which is a shock absorbing member, is input to the suspension housing, stress is applied to the cross member support portion, and the load on the portion where sufficient reinforcement space cannot be secured due to the support of the upper arm. Has become large, and the problem of insufficient strength has arisen.

JP-A-2019-177829

Therefore, in the present invention, the load from the shock absorbing member is input, stress is applied to the cross member support portion, and the upper arm reinforces the portion where the reinforcing space cannot be secured, and the nest (hole-shaped defect occurring in the cast product). It is an object of the present invention to provide a front body structure of a vehicle that suppresses the occurrence of stress and stably secures the strength of the structure.

The front body structure of a vehicle according to the present invention is a front body structure of a vehicle including a suspension housing made of a cast product in which a suspension damper support portion, an upper arm support portion, and a lower arm support portion are formed. The suspension housing is a thick plate in which the shock absorbing member is supported on the front surface, the cross member is provided on the inside in the vehicle width direction, and the upper arm support portion is provided on the outside in the vehicle width direction. It has a portion, and a dimple-processed portion is formed on the thick plate portion.
The shock absorbing member described above may be a crash box made of fiber reinforced plastic.

According to the above configuration, the load from the shock absorbing member is input, stress is applied to the cross member support portion, and a predetermined portion of the suspension housing in which sufficient reinforcement space cannot be secured by the upper arm is formed by the thick plate portion. In addition to being able to reinforce, by improving the cooling performance of the dimple-processed portion described above, it is possible to suppress the occurrence of cavities as hole-shaped defects that occur in the cast product and to stably secure the strength of the structure (suspension housing). Can be done.
That is, even in a thick plate portion (thick plate portion), by providing a dimple-processed portion, it is possible to secure castability, suppress internal defects due to casting, and improve strength. be.

In one embodiment of the present invention, the suspension housing has an opening formed in the middle portion thereof.
According to the above configuration, the steering rack shaft can be inserted and arranged through the above-mentioned opening.

In one embodiment of the present invention, reinforcing ribs are provided on at least one of the inner and outer side surfaces of the suspension housing in the vehicle width direction, and the height of the reinforcing ribs of the dimple-processed portion is set low.
According to the above configuration, the portion where the upper arm is supported is originally relatively difficult to be reinforced by the reinforcing ribs, but can be reinforced by the thick plate portion.

In one embodiment of the present invention, an upper arm pivotally supported by the upper arm support portion and a lower arm pivotally supported by the lower arm support portion are provided, and a connecting rod is provided straddling between the upper arm and the lower arm. It was made.
According to the above configuration, the input load to the upper arm support portion is increased by providing the connecting rod, but the support rigidity can be ensured by the thick plate portion.

In one embodiment of the present invention, the thick plate portion is formed with the dimple-processed portions on both the inner and outer sides of the thick plate portion in the vehicle width direction.
According to the above configuration, by forming the dimple-processed portions on both side portions, the cooling property is further improved and the occurrence of burrows (hole-shaped defects) can be further suppressed, so that the suspension housing is further strengthened. It can be improved.

According to the present invention, a load from a shock absorbing member is input, stress is applied to the cross member support portion, and a portion where a reinforcing space cannot be secured is reinforced by an upper arm, and a nest (a hole-shaped defect occurring in a cast product) is reinforced. There is an effect that the occurrence of the above can be suppressed and the strength of the structure can be stably secured.

A perspective view showing the front body structure of the vehicle of the present invention. A perspective view showing a state in which some members are removed from FIG. Top view of the front vehicle body structure shown in FIG. Bottom view of the front body structure shown in FIG. Side view showing the front vehicle body structure shown in FIG. 2 as viewed from the outside in the vehicle width direction. Side view showing the front vehicle body structure shown in FIG. 2 as viewed from the inside in the vehicle width direction. Enlarged perspective view of the main part of FIG. Side view of FIG. Perspective view showing the front suspension as viewed from the outside in the vehicle width direction and from above the rear. A perspective view showing the front suspension as viewed from the outside in the vehicle width direction and from the front of the vehicle. Side view showing the front vehicle body structure shown in FIG. 1 as viewed from the outside in the vehicle width direction. External perspective view of the main part of FIG. Perspective view showing the suspension housing peripheral structure as viewed from the inside in the vehicle width direction Side view showing the suspension housing on the left side of the vehicle as viewed from the outside in the vehicle width direction. Side view showing the suspension housing on the left side of the vehicle as viewed from the inside in the vehicle width direction. Sectional drawing which shows dimple processing part

The load from the shock absorbing member is input, stress is applied to the cross member support part, and the upper arm reinforces the part where the reinforcement space cannot be secured, and suppresses the occurrence of cavities (hole-shaped defects in the cast product). For the purpose of stably ensuring the strength of the structure, it is a front body structure of a vehicle provided with a suspension housing made of a cast product in which a suspension damper support portion, an upper arm support portion, and a lower arm support portion are formed. In the suspension housing, the thickness of the portion where the shock absorbing member is supported on the front surface, the cross member is provided on the inner side in the vehicle width direction, and the upper arm support portion is provided on the outer side in the vehicle width direction is thicker than the other parts. It has a thick plate portion, and a dimple processed portion is formed on the thick plate portion.

An embodiment of the present invention will be described in detail below with reference to the drawings.
The drawings show the front body structure of the vehicle, FIG. 1 is a perspective view showing the front body structure of the vehicle, and FIG. 2 shows some members (shroud member, support member, foot sweep bar, tower bar, etc.) from FIG. ) Is a perspective view shown in a removed state.

3 is a plan view of the front vehicle body structure shown in FIG. 2, FIG. 4 is a bottom view of the front vehicle body structure shown in FIG. 2, and FIG. 5 is a vehicle width direction of the front vehicle body structure shown in FIG. A side view showing the state seen from the outside, FIG. 6 is a side view showing the front vehicle body structure shown in FIG. 2 as seen from the inside in the vehicle width direction.
In the figure, the arrow F indicates the front of the vehicle, the arrow R indicates the rear of the vehicle, the arrow IN indicates the inside in the vehicle width direction, the arrow OUT indicates the outside in the vehicle width direction, and the arrow UP indicates the upper side of the vehicle. Is shown.

As shown in FIGS. 2 and 3, a dash panel 1 (specifically, a dash lower panel) that separates the engine room and the vehicle interior in the vehicle front-rear direction is provided, and a tunnel portion 2 is provided at the center of the dash panel 1 in the vehicle width direction. Along with the formation, a cowl portion 3 is arranged at the upper end portion of the dash panel 1.
As shown in FIGS. 2 and 3, a dash panel reinforcing member 4 extending in the vehicle width direction is connected and fixed to the upper front side of the above-mentioned dash panel 1.

As shown in FIG. 2, hinge pillars 6 having a junction member 5 at the upper portion are erected and fixed at both left and right ends of the dash panel 1 in the vehicle width direction. The hinge pillar 6 is formed of an extruded member made of an aluminum alloy.
As shown in FIG. 2, a tire stopper 7 is connected and fixed to the front portion of the hinge pillar 6 described above.

The tire stopper 7 includes a square pipe 8 (hollow member) formed of an aluminum extruded material extending from the front portion of the hinge pillar 6 to the front of the vehicle, a front plate 9 attached to the front end of the square pipe 8, and the square pipe. A side plate 10 attached to the outer portion of 8 is provided.
As shown in FIG. 2, a junction member 11 is connected and fixed between the inside of the tire stopper 7 in the vehicle width direction and the front portion of the dash panel 1.

As shown in FIGS. 3 and 4, a pair of left and right lower tunnel frames 12 and 12 are provided in the lower portion of the tunnel portion 2, and as shown in FIGS. 2 and 3, the upper portion of the tunnel portion 2 is provided with a pair of left and right lower tunnel frames 12 and 12. An upper tunnel frame 13 that is combined in a V shape in a vehicle plan view is provided. In FIGS. 3 and 4, reference numeral 14 denotes a tunnel panel.

As shown in FIG. 2, a side sill lower 15 extending in the vehicle front-rear direction is provided at the lower end of the above-mentioned hinge pillar 6, and a side sill upper 16 extending in the vehicle front-rear direction is provided at the lower outer portion of the hinge pillar 6 in the vehicle width direction. Is provided. The side sill 17 is composed of both the side sill lower 15 and the side sill upper 16 described above.
Both the side sill lower 15 and the side sill upper 16 described above are formed of an extruded member made of an aluminum alloy.

As shown in FIG. 4, the front end portion of the side sill lower 15 and the front end portion of the lower tunnel frame 12 are connected by a torque box 18 extending in the vehicle width direction.
As shown in FIGS. 3 and 4, floor cross members 19 and 19 extending in the vehicle width direction are provided between the tunnel portion 2 located in the vehicle interior and the intermediate portion of the side sill 17 in the vehicle front-rear direction. .. A closed cross section extending in the vehicle width direction is formed between the floor cross member 19 and the floor panel.
Then, the vehicle interior component 20 is composed of each element such as the dash panel 1, the hinge pillar 6, the side sill 17, and the torque box 18 described above (see FIGS. 3 and 4).

As shown in FIGS. 2, 5, and 6, suspension housings 30 (hereinafter, simply abbreviated as suspension housings 30) are provided on both the left and right sides of the engine room in front of the dash panel 1. The suspension housing 30 is made of die-cast aluminum. As is well known, aluminum die casting is a method of casting molten metal of an aluminum alloy using a mold.

As shown in FIG. 6, the front upper parts of the pair of left and right suspension housings 30 are connected to each other by an upper cross member 31 extending in the vehicle width direction. Further, as shown in FIG. 6, the front lower parts of the pair of left and right suspension housings 30 are connected to each other by lower cross members 32 extending in the vehicle width direction. Here, the above-mentioned upper cross member 31 and lower cross member 32 are formed in a square pipe formed in a closed cross-sectional structure.
Further, the suspension housing 30 and the vehicle interior component 20 are connected by a plurality of frames 21 to 25. The connection structure by the frames 21 to 25 will be described later.

As shown in FIG. 2, a crash box 40 as a shock absorbing member is fastened and fixed to the front portions of the pair of left and right suspension housings 30 via a set plate 33 (see FIGS. 5 and 6).
The crash box 40 is made of fiber reinforced plastic (so-called FRP). The flange portion 40a integrally formed with the rear base end portion of the crash box 40 is fastened and fixed to the set plate 33 and the suspension housing 30 together using fastening members such as bolts and nuts.

As shown in FIGS. 2 to 4, a bumper reinforcement 41 made of an extruded member made of an aluminum alloy is attached between the front ends of the pair of left and right crash boxes 40, 40. The bumper reinforcement 41 described above is bent into a curved shape after extrusion molding due to the vehicle design.
An aluminum alloy bumper stay 42 is provided at a position corresponding to the crash box 40 of the bumper reinforcement 41 described above, and the front end of the crash box 40 is fastened and fixed to the bumper stay 42.

Further, as shown in FIG. 4, an aluminum alloy bumper stay reinforcing member 43 for reinforcing the bumper stay 42 is provided. Concave notches 41a and 43a are formed at positions corresponding to the crash box 40 between the bumper stay reinforcing member 43 and the bumper reinforcement 41, respectively, and the tip of the crash box 40 is fastened and fixed to the bumper reinforcement 42, and the bumper reinforcement is performed. The ment 41, the bumper stay reinforcing member 43, and the bumper stay 42 are joined and fixed to each other by MIG welding means.

As is well known, MIG welding is a type of inert gas arc welding method, in which inert gas such as inert argon or helium is used as a shield gas, and welding is performed using a wire-shaped consumable electrode. be.

As shown in FIGS. 5 and 6, the above-mentioned suspension housing 30 has an upper side portion 30a, a lower side portion 30b, a front side portion 30c, and a rear side portion 30d, and is surrounded by the respective sides 30a to 30d. The opening 30e is provided.
A steering rack shaft (not shown) is inserted and arranged using the above-mentioned opening 30e.

Further, as shown in FIG. 5, in the suspension housing 30 described above, the suspension damper support portion 34 (hereinafter, simply abbreviated as the damper support portion 34) is provided at the intermediate portion in the front-rear direction of the upper side portion 30a on the front side and the rear side of the upper side portion 30a. The upper arm support portion 35 is formed on the side, and the lower arm support portion 36 is formed on the front side and the rear side of the lower side portion 30b, respectively.

The upper end of the suspension damper 95 (see FIGS. 9 and 10) is supported by the damper support portion 34, and the upper arm support portion 35 supports the vehicle body side pivot of the upper arm 93 (see FIGS. 9 and 10). The branch is supported, and the lower arm support 36 is configured to support the vehicle body side pivotal support of the lower arm 94 (see FIGS. 9 and 10).

Since the suspension housing 30 described above is connected to the passenger compartment component 20 by using a plurality of frames 21 to 25 (specifically, a frame member made of an extruded member made of an aluminum alloy), the frames 21 to 25 are next. The connection structure of the suspension housing 30 will be described.

As shown in FIGS. 2 and 6, the upper portion of the suspension housing 30 and the upper inner portion of the dash panel 1 in the vehicle width direction are connected by the upper inner frame 21 via the dash panel reinforcing member 4 and the bracket 27. .. The above-mentioned dash panel reinforcing member 4 is fastened and fixed to the upper front surface of the dash panel 1 by using a fastening member, and the bracket 27 is also fastened and fixed to the front portion of the dash panel reinforcing member 4 by using another fastening member. ..

Further, as shown in FIG. 6, the front end portion of the upper inner frame 21 and the suspension housing 30 are joined and fixed by MIG welding, and the rear end portion of the upper inner frame 21 and the bracket 27 are similarly joined and fixed. It is joined and fixed by MIG welding.

As shown in FIGS. 3 and 6, the upper portion of the suspension housing 30 and the front side portion of the hinge pillar 6 are connected by an upper outer frame 22 via a junction member 11. The junction member 11 is connected to the inner portion of the tire stopper 7 in the vehicle width direction and the front portion of the dash panel 1.

Further, as shown in FIG. 6, the front end portion of the upper outer frame 22 and the suspension housing 30 are joined and fixed by MIG welding, and the rear end portion of the upper outer frame 22 and the junction member 11 are similarly fixed. , It is joined and fixed by MIG welding.

As shown in FIGS. 4 and 6, the lower portion of the suspension housing 30 and the lower inner portion of the dash panel 1 in the vehicle width direction are connected by a lower inner frame 23 via a torque box 18 and a bracket 50. The bracket 50 is fastened and fixed to the torque box 18 by using a fastening member.
Further, as shown in FIG. 6, the front end portion of the lower inner frame 23 and the suspension housing 30 are joined and fixed by MIG welding, and the rear end portion of the lower inner frame 23 and the bracket 50 are similarly joined and fixed. It is joined and fixed by MIG welding.

As shown in FIGS. 4 and 5, the lower portion of the suspension housing 30 and the lower portion of the hinge pillar 6 are connected by a lower outer frame 24 via a side sil lower 15, a torque box 18, and a bracket 51. The bracket 51 is fastened and fixed to the torque box 18 by using a fastening member.
Further, as shown in FIG. 5, the front end portion of the lower outer frame 24 and the suspension housing 30 are joined and fixed by MIG welding, and the rear end portion of the lower outer frame 24 and the bracket 51 are similarly joined and fixed. It is joined and fixed by MIG welding.

With this configuration, in the upper portion of the suspension housing 30, a truss structure is formed in a vehicle plan view by the upper inner frame 21, the upper outer frame 22, and the dash panel 1 including the hinge pillar 6 (see FIG. 3). In the lower portion of the suspension housing 30, a truss structure is formed in a vehicle plan view by the lower inner frame 23, the lower outer frame 24, and the dash panel 1 including the hinge pillar 6 (see FIG. 4).

In short, the suspension housing 30 is connected to the vehicle body by at least four frames 21 to 24 (in this embodiment, five frames 21 to 25 on each side), and a truss structure is formed between the suspension housing 30 and the vehicle body member. Is formed so that the suspension housing 30 is supported with high rigidity and effective load transmission is performed.

As shown in FIGS. 2 and 3, the upper end of the suspension housing 30 and the upper end of the hinge pillar 6 are connected by an upper end outer frame 25 via a junction member 5. The junction member 5 is connected and fixed to the upper end of the hinge pillar 6.

Further, as shown in FIG. 3, the front end portion of the upper end outer frame 25 and the suspension housing 30 are joined and fixed by MIG welding. Similarly, the rear end portion of the upper end outer frame 25 and the junction member 5 are joined and fixed by MIG welding. As a result, the upper end outer frame 25 is configured to further improve the support rigidity of the suspension housing 30. Here, each of the above-mentioned frames 21 to 25 is formed in a square pipe shape (hollow shape) by an extruded member made of an aluminum alloy.

In addition, as shown in FIG. 5, a reinforcing frame 26 for connecting the front lower surface portion of the upper end outer frame 25 and the front surface portion of the tire stopper 7 in an arc shape is provided. The front end portion of the reinforcing frame 26 and the front lower surface portion of the upper end outer frame 25 are connected and fixed by MIG welding. Similarly, the rear end portion of the reinforcing frame 26 and the front plate 9 on the front side of the tire stopper 7 are connected and fixed. It is connected and fixed by MIG welding.

Further, as shown in FIG. 1, a connecting member 28 made of an aluminum alloy for vertically connecting between the upper outer frame 22 and the lower outer frame 24 is provided. As a result, the upper outer frame 22 and the lower outer frame 24 are connected with high rigidity in the vertical direction to suppress twisting of the vehicle body and improve the responsiveness of the vehicle behavior.
As shown in FIG. 1, the above-mentioned connecting member 28 is joined and fixed to the upper outer frame 22 and the lower outer frame 24 by MIG welding, respectively.

FIG. 7 is an enlarged perspective view of a main part of FIG. 1, FIG. 8 is a side view of FIG. 7 (specifically, a side view shown from the outside on the left side of the vehicle), and FIG. A perspective view showing the front suspension as viewed from above, FIG. 10 is a perspective view showing the front suspension as viewed from the outside in the vehicle width direction and from the front of the vehicle.

As shown in FIGS. 1, 7, and 8, a pair of left and right shroud side members 60 are provided behind the bumper reinforcement 41 and outside the crash box 40 in the vehicle width direction.
The shroud side member 60 includes an inner member 61 extending in the vertical direction near the outside of the crash box 40, an outer member 62 extending in the vertical direction outward in the vehicle width direction, and an upper member 63 extending in the vehicle width direction upward. , And the lower member 64 extending in the vehicle width direction at the bottom are combined in a substantially square frame shape.

Each member 61 to 64 constituting the above-mentioned shroud side member 60 is formed in a square pipe shape (internal hollow shape) by an extruded member made of an aluminum alloy, and the members 61 to 64 are joined by MIG welding. It is a combination of approximately square frames.

On the other hand, as shown in FIG. 8, a junction member 53 is attached to the front side of the upper side portion 30a of the suspension housing 30 by using a fastening member 52.
Then, as shown in FIGS. 1 and 8, the upper back surface of the inner member 61 of the shroud side member 60 and the above-mentioned junction member 53 are connected by a support member 65 extending in the front-rear direction of the vehicle.

Further, as shown in FIGS. 1 and 8, the lower back surface of the inner member 61 and the front surface of the lower side portion 30b of the suspension housing 30 are connected by a support member 66 extending in the front-rear direction of the vehicle. A plate 54 (see FIG. 8) is interposed between the front surface of the lower side portion 30b of the suspension housing 30 and the rear end portion of the support member 66.

As shown in FIGS. 1, 7, and 8, the rear and outer rear surfaces of the upper member 63 in the shroud side member 60 in the vehicle width direction and the outer surface in the vehicle width direction in the rear portion of the support member 65 are rearward and It is connected by a support member 67 (so-called slant member) extending in an inclined manner toward the inside in the vehicle width direction.

As shown in FIGS. 1 and 7, a support member 69 extending forward of the vehicle via a plate member 68 is attached to the lower front portion of the inner member 61 described above, and the pair of left and right support members 69, 69 A foot sweep bar 70 extending in the vehicle width direction is laid horizontally between the front ends.

As shown in FIGS. 1 and 7, the above-mentioned foot sweep bar 70 is located below the bumper reinforcement 41. Further, the foot sweep bar 70 is configured by joining and fixing the foot sweep bar main body 71 located on the front side and the closing plate 72 located on the rear side.

As shown in FIG. 8, the upper bracket 73 and the lower bracket 74 are attached to both the upper and lower front parts of the inner member 61 of the shroud side member 60 by using fastening members so as to face each other in the vertical direction. A shroud upper member 75 extending in the vehicle width direction is attached to each of the upper and lower brackets 73 and 74. As shown in FIGS. 1 and 8, the shroud upper member 75 is located above and behind the bumper reinforcement 41 described above.

As shown in FIGS. 1 and 8, the bumper reinforcement 41 described above is connected to the foot sweep bar 70 via a pair of left and right connecting brackets 76 and 76. In this embodiment, the upper end portion of the connecting bracket 76 described above is connected to the bumper reinforcement 41 via the bump pasty reinforcing member 43, and the lower end portion of the connecting bracket 76 is the back surface of the closing plate 72 of the foot sweep bar 70. Is connected to.

Further, as shown in FIGS. 1 and 8, the bumper reinforcement 41 described above is connected to the shroud upper member 75 via a plurality of connecting brackets 77. Each of these connecting brackets 77 is provided so as to be separated from each other in the vehicle width direction. Further, the upper end portion of the connecting bracket 77 is connected to the lower surface portion of the shroud upper member 75, and the lower end portion of the connecting bracket 77 is connected to the back surface portion of the bumper reinforcement 41.

Moreover, as shown in FIGS. 7 and 8, the outer surface portion of the inner member 61 of the shroud side member 60 in the vehicle width direction and the outer surface portion of the bumper reinforcement 41 in the vehicle width direction are connected by the connecting member 80. There is.
The front portion of the connecting member 80 and the outer portion of the bumper reinforcement 41 in the vehicle width direction can be connected by welding or fastening members, and the rear portion of the connecting member 80 and the inner member 61 are bolts and nuts. It can be connected by using a fastening member such as.

In this way, the connecting member 80 connects the shroud side member 60 (specifically, the inner member 61) and the bumper reinforcement 41 without directly connecting the connecting member 80 to the crash box 40. It is configured to secure the shock absorbing function of the crash box 40. Further, the connecting member 80 is configured to suppress resonance between the bumper mechanism (see bumper reinforcement 41, bumper stay 42, bumper stay reinforcing member 43) and the vehicle body (see suspension housing 30).

Further, by connecting the bumper reinforcement 41 and the foot-paying bar 70 with the connecting bracket 76 (see FIGS. 1 and 8), the bumper mechanism including the foot-paying bar 70 (see each element 41, 42, 43). ) And the vehicle body (suspension housing 30) are configured to suppress resonance.

Further, by connecting the bumper reinforcement 41 and the shroud resonator member 75 with the connecting bracket 77 (see FIGS. 1 and 8), the bumper mechanism including the shroud resonator member 75 (see each element 41, 42, 43). ) And the vehicle body (see suspension housing 30).

As shown in FIGS. 7 and 8, upper and lower flange portions 80a and 80b are integrally bent and formed on both upper and lower portions of the above-mentioned connecting member 80. The upper flange portion 80a extends outward in the vehicle width direction from the upper end of the connecting member 80 and then extends upward, and similarly, the lower flange portion 80b extends outward in the vehicle width direction from the lower end of the connecting member 80. Later, it extends downwards.
The above-mentioned upper and lower flange portions 80a and 80b are configured to increase the rigidity of the connecting member 80, thereby improving the resonance suppression function.

As shown in FIGS. 7 and 8, the above-mentioned connecting member 80 includes a plurality of highly rigid bead portions 80c and 80d extending in the vertical direction. The bead portions 80c and 80d increase the rigidity of the connecting member 80 in the vertical direction, thereby further improving the resonance suppression function.

As shown in FIGS. 7 and 8, the above-mentioned connecting member 80 includes bead portions 80c and 80d that reduce the rigidity in the front-rear direction thereof. That is, the intermediate portion of the connecting member 80 in the vehicle front-rear direction is formed in a zigzag shape including the above-mentioned bead portions 80c and 80d in the vehicle plan view, thereby increasing the rigidity in the vertical direction while increasing the rigidity in the front-rear direction. The rigidity is reduced.

With this configuration, the connecting member 80 is easily crushed at the time of a vehicle front collision, and the crushing of the connecting member 80 and the crash box 40 is not hindered, and the smooth energy of the front collision load is generated in the crash box 40. It is configured to absorb.

By the way, as shown in FIG. 1, the front body structure of the vehicle of this embodiment includes an upper side portion 30a of the suspension housing 30 on the right side of the vehicle and a portion above the tunnel portion 2 in the dash panel 1 and on the left side in the vehicle width direction. And, one of the tower bars 81 that connects the and is provided.

Further, the other tower bar 82 that connects the upper side portion 30a of the suspension housing 30 on the left side of the vehicle and the portion above the tunnel portion 2 in the dash panel 1 and on the right side in the vehicle width direction is provided.
Then, each of these tower bars 81 and 82 is combined in an X shape in a vehicle plan view. Further, it is provided with a front end connecting portion 83 for connecting the front end portions of the tower bars 81 and 82 so as to extend in the vehicle width direction.

Here, each of the tower bars 81 and 82 and the front end connecting portion 83 described above are integrally formed of carbon fiber reinforced plastic (Carbon Fiber-Glass Reinforced Plastics, so-called CFRP) and are hollow inside.

As shown in FIGS. 9 and 10, the front suspension 90 includes a front wheel hub 91, a knuckle 92, an upper arm 93, a lower arm 94, and a suspension damper 95.
The pair of front and rear pivotal support portions 93a of the upper arm 93 are provided with mounting bosses 93b and 93b. A pair of front and rear vehicle body side pivots 94a of the lower arm 94 also have mounting bosses 94b and 94b. Further, the vehicle body side pivot portion 95a at the upper end of the suspension damper 95 also has mounting bosses 95b and 95b.

Further, as shown in FIGS. 9 and 10, of the pair of front and rear vehicle body side pivots 94a and 94a on the lower arm 94 side, the vicinity of the vehicle body side pivot 94a on the rear side of the vehicle and the pair of front and rear vehicle bodies on the upper arm 93 side. A connecting rod 96 is provided so as to straddle the vicinity of the vehicle body side pivot portion 93a on the front side of the vehicle among the side pivot portions 93a and 93a.
Then, the mounting bosses 95b and 95b at the vehicle body side pivot portion 95a of the suspension damper 95 shown in FIGS. 9 and 10 are mounted on the damper support portion 34 of the suspension housing 30 shown in FIG.

Further, the mounting bosses 93b, 93b in the pair of front and rear pivotal support portions 93a, 93a on the upper arm 93 side are mounted on the upper arm support portion 35 (see FIGS. 5, 9, and 10).
Similarly, the mounting bosses 94b, 94b in the pair of front and rear vehicle body side pivot parts 94a, 94a on the lower arm 94 side are mounted on the lower arm support portion 36 (see FIGS. 5, 9, and 10).

11 is a side view showing the front vehicle body structure shown in FIG. 1 as viewed from the outside in the vehicle width direction, FIG. 12 is an outward perspective view of a main part of FIG. 11, and FIG. 13 is a vehicle width of the suspension housing peripheral structure. It is a perspective view which shows the state seen from the inside of a direction.
FIG. 14 is a side view showing the suspension housing 30 on the left side of the vehicle as viewed from the outside in the vehicle width direction, FIG. 15 is a side view showing the suspension housing 30 on the left side of the vehicle as viewed from the inside in the vehicle width direction, and FIG. 16 is a dimple. It is sectional drawing which shows the processed part.

As shown in FIGS. 5 and 11, the upper arm support portion 35 located on the front side of the vehicle among the pair of upper arm support portions 35 on the front side of the vehicle and the pair of upper arm support portions 35 on the rear side of the vehicle in the suspension housing 30. A crash box 40 as the above-mentioned shock absorbing member is attached to the portion immediately before the 35.

As shown in FIGS. 14 and 15, the lower arm support portion located on the front side of the vehicle among the pair of lower arm support portions 36 on the front side of the vehicle and the pair of lower arm support portions 36 on the rear side of the vehicle in the suspension housing 30. A stabilizer 98 is attached directly above and immediately before the 36 via a stabilizer bracket 97.

The stabilizer 98 is supported by a pair of left and right suspension housings 30 and 30 via a pair of left and right stabilizer brackets 97 and extends in the vehicle width direction, and both left and right ends of the stabilizer 98 in the vehicle width direction are via control links (not shown). The lower arm 94 (see FIGS. 9 and 10) is connected and fixed to the free end side. As is well known, the stabilizer 98 is a torsion bar spring that suppresses variations in vertical rotation of the left and right front suspension 90s.

The upper cross member 31 shown in FIGS. 6 and 13 is a closed cross-section member that overlaps with the upper arm support portion 35 on the front side of the vehicle and extends and connects the suspension housings 30 inside each other in the vehicle width direction. ..
Further, the lower cross member 32 shown in FIGS. 6 and 13 is a closed cross-section member that overlaps with the lower arm support portion 36 on the front side of the vehicle and extends and connects the suspension housings 30 inside each other in the vehicle width direction. Is.

Then, as shown in FIGS. 5, 6 and 14, the crash box 40 is supported on the front surface, the upper cross member 31 is provided on the inner upper side in the vehicle width direction, and the upper arm support portion 35 on the vehicle front side is provided on the outer side in the vehicle width direction. A thick plate portion 30A is provided in which the plate thickness t (see FIG. 16) of the suspension housing 30 provided with the above is thickened with respect to other portions.

Similarly, as shown in FIGS. 5, 6 and 14, the stabilizer 98 is supported on the front surface, the lower cross member 32 is provided on the inner lower portion in the vehicle width direction, and the lower arm support portion on the vehicle front side is provided on the outer lower portion in the vehicle width direction. A thick plate portion 30B is provided in which the plate thickness t (see FIG. 16) of the suspension housing 30 in which the 36 is provided is thickened with respect to other portions.
However, in this embodiment, the thick plate portion 30B is set immediately above the portion where the lower cross member 32 and the lower arm support portion 36 are provided, that is, in the vicinity portion.

A plurality of dimple-processed portions 37, 37 ... Are formed on the front surface of the upper plate portion 30A shown in FIG. 14 and the entire surface of the lower plate portion 30B shown in the figure (see FIG. 16). ).
Actually, a large number of fine dimple-processed portions 37 are arranged vertically and horizontally to be formed, but in the drawings, for convenience of illustration, they are shown in a grid shape by vertical and horizontal lines. By forming the dimple-processed portions 37 described above, recesses (see FIG. 16) recessed inward in the vehicle width direction are formed in the thick plate portions 30A and 30B on both the upper and lower sides, and the surface area of the thick plate portions 30A and 30B is expanded. ..
By increasing the surface area, the cooling property is improved and the occurrence of shrinkage cavities due to solidification shrinkage is suppressed.

The upper thick plate portion 30A and the dimple processing portion 37 are configured to exert the following actions and effects.
That is, the thickness of the predetermined portion of the suspension housing 30 where the load from the crash box 40 is input, stress is applied to the portion supporting the upper cross member 31, and sufficient reinforcement space cannot be secured by the upper arm 93, as described above. Reinforced by the plate portion 30A, and in addition, by improving the cooling performance by the dimple processing portion 37, the occurrence of cavities as hole-shaped defects that occur in the cast product is suppressed, and the strength of the suspension housing 30 is stably secured. It is configured to be.

Similarly, the lower plate portion 30B and the dimple-processed portion 37 are configured to exert the following actions and effects.
That is, the thick plate portion 30B reinforces and adds a predetermined portion of the suspension housing 30 in which the load from the stabilizer 98 and the lower arm 94 is input and the load is concentrated due to the stress from the portion supporting the lower cross member 32. Therefore, by improving the cooling performance by the dimple processing portion 37, the generation of cavities as hole-shaped defects occurring in the cast product is suppressed, and the strength of the suspension housing 30 is stably secured.

Further, as shown in FIGS. 2, 5, 6, 8, and 11 to 15, the suspension housing 30 is formed with an opening 30e penetrating in the vehicle width direction in the intermediate portion thereof. There is. As a result, a steering rack shaft (not shown) is inserted and arranged in the opening 30e.

As shown in FIGS. 14 and 15, the above-mentioned upper plate portion 30A is formed with dimple-processed portions 37 on both inner and outer sides of the thick plate portion 30A in the vehicle width direction.
That is, on the outer surface of the upper thick plate portion 30A in the vehicle width direction, as shown in FIG. 14, a dimple processed portion 37 is formed on the entire surface of the thick plate portion 30A, and the inner surface of the thick plate portion 30A in the vehicle width direction. In, as shown in FIG. 15, a dimple processed portion 37 is formed in the front side region α of the plank portion 30A.

By forming the dimple-processed portions 37 on both the inner and outer surfaces of the upper thick plate portion 30A in this way, the cooling performance is further improved, the occurrence of burrows (hole-shaped defects) is further suppressed, and the suspension housing 30 is further suppressed. It is configured to further improve the strength of.

Similarly, as shown in FIGS. 14 and 15, dimple-processed portions 37 are formed on both inner and outer sides of the thick plate portion 30B on the lower side in the vehicle width direction.
That is, on the outer surface of the lower thick plate portion 30B in the vehicle width direction, a dimple processed portion 37 is formed on the entire surface of the thick plate portion 30B as shown in FIG. 14, and the thick plate portion 30B is formed in the vehicle width direction. On the inner surface, as shown in FIG. 15, a dimple-processed portion 37 is formed in the front region β of the plank portion 30B.

By forming the dimple-processed portions 37 on both the inner and outer surfaces of the lower thick plate portion 30B in this way, the cooling performance is further improved, the occurrence of burrows (hole-shaped defects) is further suppressed, and the suspension housing is further suppressed. It is configured to further improve the strength of 30.

As shown in FIGS. 12 and 14, a plurality of suspension housings 30 oriented in various directions are formed on the outer surface of the suspension housing 30 in the vehicle width direction in which the dimple-processed portion 37 is not formed, that is, the portion other than the thick plate portion 30A. Reinforcing ribs 30f ... Are integrally formed. Further, a plurality of reinforcing ribs 30g ... Are integrally formed on a portion of the outer surface of the suspension housing 30 in the vehicle width direction in which the dimple processed portion 37 is formed, that is, the portion of the thick plate portion 30A.

As shown in FIG. 15, a plurality of reinforcing ribs 30h ... Directed in various directions are integrally formed on the inner surface of the suspension housing 30 in the vehicle width direction.
Of the above-mentioned reinforcing ribs 30f, 30g, and 30h, the reinforcing ribs 30g located in the region where the dimple-processed portion 37 is formed, particularly, the upper thick plate portion 30A on the outer surface of the suspension housing 30 in the vehicle width direction. As shown in FIG. 12, the height of the reinforcing rib 30f is set lower than the height of the reinforcing rib 30f located outside the region of the plate portion 30A.

The upper plate portion 30A is provided with an upper arm support portion 35 on the front side of the vehicle, and the upper arm 93 is supported by the upper arm support portion 35. The portion where the upper arm 93 is supported is originally relatively difficult to be reinforced by the reinforcing ribs due to the shape of the vehicle body side pivot portion 93a. It is configured to be reinforced with the portion 30A.

As shown in FIGS. 9 and 10, the front suspension 90 includes an upper arm 93 pivotally supported by the upper arm support portion 35 shown in FIG. 14 and a lower arm 94 pivotally supported by the lower arm support portion 36. Further, a connecting rod 96 is provided straddling between the vicinity of the vehicle body side pivot portion 93a on the front side of the upper arm 93 and the vicinity of the vehicle body side pivot portion 94a on the rear side of the lower arm 94.

The connecting rod 96 suppresses the displacement of the upper arm 93 and the lower arm 94 in the front-rear direction during braking (that is, during braking) in opposite directions.
By providing the above-mentioned connecting rod 96, the input load on the upper arm support portion 35 located on the front side of the pair of front and rear upper arm support portions 35, 35 in the vehicle front-rear direction becomes large, but the above-mentioned upper plate portion 30A It is configured to ensure the support rigidity.

In FIGS. 12 and 13, 54 is a plate, and in FIGS. 1, 12, and 13, 55 is an inclined frame that connects the plate 54 or the lower cross member 32 and the suspension housing 30 in the inclined direction. In, 56 is an undercover.

As described above, the front vehicle body structure of the vehicle of the above embodiment is a suspension housing made of a cast product in which a suspension damper support portion (damper support portion 34), an upper arm support portion 35, and a lower arm support portion 36 are formed. It is a front body structure of a vehicle provided with a suspension housing 30), and the suspension housing supports a shock absorbing member (crash box 40) on the front surface and has a cross member (upper cross member 31) inside in the vehicle width direction. The thick plate portion 30A has a thick plate portion 30A in which the plate thickness t of the portion where the upper arm support portion 35 is provided on the outer side in the vehicle width direction is thicker than the other portions, and the thick plate portion 30A has a dimple-processed portion 37. Is formed (see FIGS. 6, 11, 14, and 16).

According to this configuration, the load from the shock absorbing member (crash box 40) is input, stress is applied to the cross member support portion (the portion supporting the upper cross member 31), and the upper arm 93 provides a sufficient reinforcing space. The predetermined portion of the suspension housing (suspension housing 30) that cannot be secured can be reinforced by the thick plate portion 30A.
Moreover, by improving the cooling performance by the dimple processing portion 37 described above, it is possible to suppress the occurrence of cavities as hole-shaped defects occurring in the cast product and stably secure the strength of the structure (suspension housing 30).
That is, even in a portion having a thick plate thickness (thick plate portion 30A), by providing the dimple processing portion 37, it is possible to secure castability, suppress internal defects due to casting, and improve strength. It is a thing.

Further, in one embodiment of the present invention, the suspension housing (suspension housing 30) has an opening 30e formed in an intermediate portion thereof (see FIGS. 14 and 15).
According to this configuration, the steering shaft can be inserted and arranged through the above-mentioned opening 30e.

Further, in one embodiment of the present invention, reinforcing ribs 30f, 30g, 30h are provided on at least one of the inner and outer side surfaces of the suspension housing (suspension housing 30) in the vehicle width direction (both inner and outer surfaces in this embodiment). The height of the reinforcing rib 30 g of the dimple-processed portion 37 is set low (see FIGS. 12, 14, and 15).
According to this configuration, the portion where the upper arm 93 is supported is originally relatively difficult to be reinforced by the reinforcing ribs, but can be reinforced by the thick plate portion 30A.

Furthermore, in one embodiment of the present invention, the upper arm 93 pivotally supported by the upper arm support portion 35 and the lower arm 94 pivotally supported by the lower arm support portion 36 are provided, and the upper arm 93 and the lower arm 94 are A connecting rod 96 is provided between the rods (see FIGS. 9, 10, and 14).

According to this configuration, by providing the connecting rod 96, the input load on the upper arm support portion 35 (particularly, the upper arm support portion 35 located on the front side in the front-rear direction of the vehicle) is increased, but the support rigidity is increased by the thick plate portion 30A. Can be secured.

In addition, in one embodiment of the present invention, the thick plate portion 30A is formed with the dimple-processed portions 37 on both the inner and outer sides of the thick plate portion 30A in the vehicle width direction (FIGS. 14 and 14). 15).
According to this configuration, by forming the dimple-processed portions 37 on both of the above-mentioned double-sided portions, the cooling performance is further improved and the occurrence of burrows (hole-shaped defects) can be further suppressed, so that the suspension housing (suspension) can be further suppressed. The strength of the housing 30) can be further improved.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The suspension damper support portion of the present invention corresponds to the damper support portion 34 of the embodiment.
Similarly below
The suspension housing corresponds to the suspension housing 30 and
The shock absorbing member corresponds to the crash box 40 and
The cross member corresponds to the upper cross member 31, but
The present invention is not limited to the configurations of the above-described examples.

As described above, the present invention is useful for a front body structure of a vehicle including a suspension housing made of a cast product in which a suspension damper support portion, an upper arm support portion, and a lower arm support portion are formed.

30 ... Suspension housing (suspension housing)
30A ... Thick plate portion 30e ... Openings 30f, 30g, 30h ... Reinforcing ribs 31 ... Upper cross member (cross member)
34 ... Damper support (suspension damper support)
35 ... Upper arm support 36 ... Lower arm support 37 ... Dimple processing 40 ... Crash box (shock absorbing member)
93 ... Upper arm 94 ... Lower arm 96 ... Connecting rod

Claims (5)

A front body structure of a vehicle including a suspension housing made of a cast product in which a suspension damper support portion, an upper arm support portion, and a lower arm support portion are formed.
The suspension housing has a thicker plate thickness than other parts, in which the shock absorbing member is supported on the front surface, the cross member is provided on the inside in the vehicle width direction, and the upper arm support portion is provided on the outside in the vehicle width direction. The front body structure of a vehicle having a plate portion and having a dimple-processed portion formed on the thick plate portion. The front body structure of a vehicle according to claim 1, wherein the suspension housing has an opening formed in the middle portion thereof. Reinforcing ribs are provided on at least one of the inner and outer sides of the suspension housing in the vehicle width direction.
The front vehicle body structure of the vehicle according to claim 1 or 2, wherein the height of the reinforcing ribs of the dimple-processed portion is set low. An upper arm pivotally supported by the upper arm support portion and a lower arm pivotally supported by the lower arm support portion are provided.
The front vehicle body structure of a vehicle according to any one of claims 1 to 3, wherein a connecting rod is provided straddling between the upper arm and the lower arm. The front body structure of a vehicle according to any one of claims 1 to 4, wherein the thick plate portion has dimple-processed portions formed on both inner and outer sides of the thick plate portion in the vehicle width direction.

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