JP3622715B2

JP3622715B2 - Body front structure

Info

Publication number: JP3622715B2
Application number: JP2001315977A
Authority: JP
Inventors: 浩行宮坂
Original assignee: Nissan Motor Co Ltd
Current assignee: Nissan Motor Co Ltd
Priority date: 2001-10-12
Filing date: 2001-10-12
Publication date: 2005-02-23
Anticipated expiration: 2021-10-12
Also published as: JP2003118632A

Description

【０００１】
【発明の属する技術分野】
本発明は、自動車の車体前部構造に関し、とりわけ、前方からの衝突荷重を車体骨格部材に効率的に伝達および分散するようにした車体前部構造に関する。
【０００２】
【従来の技術】
従来の車体前部構造としては、例えば特開２０００−１６３２７号公報に開示されているように、車体前部の前後方向骨格部材である左右のフロントサイドメンバに跨ってサブフレームを連結したものが知られている。
【０００３】
【発明が解決しようとする課題】
前記従来の車体前部構造にあっては、前面衝突により前方から衝突荷重が入力された場合、この荷重が車体の後方へと伝達される際に、フロントサイドメンバおよびサブフレームからフロントサイドメンバの後方に連なる他の車体骨格部材へと通る荷重伝達経路が構成される。
【０００４】
この場合、フロントサイドメンバで吸収できなかった荷重を、フロントサイドメンバよりも後方の他の車体骨格部材へと伝達してその荷重を分散するためには、フロントサイドメンバと他の車体骨格部材との連結箇所を強固にする必要がある。
【０００５】
ところが、フロントサイドメンバと他の車体骨格部材との連結部やその付近の部分を単に補強した場合には重量が増加してしまう。
【０００６】
そこで、本発明は、車体骨格部材を特に補強することなく、車体前部で吸収できなかった荷重を効率的に車体後部へ分散伝達してキャビンへの影響を低減することができる車体前部構造を提供するものである。
【０００７】
【課題を解決するための手段】
請求項１の発明にあっては、車体前部の車幅方向両側部に車両前後方向に延在配置されて後方側が他の車体骨格部材に連なるフロントサイドメンバと、
車両前後方向に延在する左右１対のサイドフレーム部材とこれらサイドフレーム部材の後端部同士を車幅方向に連結したクロス部材を備え、前記フロントサイドメンバの下方に配置されて、該フロントサイドメンバを含む車体骨格部材に取り付けられたサブフレームと、
前記クロス部材の前方位置で前記サイドフレーム部材に搭載した駆動ユニットと、を備えた車体前部構造において、
前記クロス部材の車幅方向両側部を、前記サイドフレーム部材との連結部から車幅方向中央部に向かって車両前方に傾斜する傾斜部とするとともに、これらの傾斜部間をつなぐ合流部分の少なくとも一部を、前記傾斜部を介して駆動ユニットの後側近傍位置に突出して、前方からの衝突荷重で後方移動する前記駆動ユニットを受け止める受け部としたことを特徴としている。
【０００８】
請求項２の発明にあっては、請求項１に記載の車体前部構造において、
前記他の車体骨格部材は、前記各フロントサイドメンバの後端部から車両後方に延びるエクステンションサイドメンバと、
これらエクステンションサイドメンバの車幅方向外側にそれぞれ配置されて車両前後方向に延びるサイドシルと、
車幅方向の同一側に隣接したエクステンションサイドメンバとサイドシルとを相互に連結するアウトリガーと、を備え、
前記サイドフレーム部材と前記クロス部材との連結部を、前記エクステンションサイドメンバに取り付ける第１取付箇所とするとともに、該連結部から車幅方向外方かつ車両斜め後方に向けて突出する延設部を設けて、この延設部の後端部をサイドシルに取り付ける第２取付箇所とし、
前記受け部を、車幅方向両側にそれぞれ設けられた前記第１取付箇所と第２取付箇所とを結ぶそれぞれの延長線の交点の近傍に配置したことを特徴としている。
【０００９】
請求項３の発明にあっては、請求項２に記載の車体前部構造において、
前記受け部の高さを、エクステンションサイドメンバおよびサイドシルに対する連結部分の高さとほぼ同一に設定したことを特徴としている。
【００１０】
請求項４の発明にあっては、請求項２に記載の車体前部構造において、
前記受け部の高さを、サエクステンションサイドメンバおよびサイドシルに対する連結部分の高さよりも上方に設定したことを特徴としている。
【００１１】
請求項５の発明にあっては、請求項２に記載の車体前部構造において、
前記受け部の高さを、エクステンションサイドメンバおよびサイドシルに対する連結部分の高さよりも下方に設定したことを特徴としている。
【００１２】
請求項６の発明にあっては、請求項２〜５に記載の車体前部構造において、
前記サブフレームの前端部を、フロントサイドメンバの前端部に取り付ける第３取付箇所とし、この第３取付箇所と前記第１取付箇所との間で前記駆動ユニットを前記サイドフレーム部材に搭載するとともに、このサイドフレーム部材の駆動ユニット搭載部分を前記第１取付箇所と前記第３取付箇所とを結ぶ直線よりも下方に設定したことを特徴としている。
【００１３】
請求項７の発明にあっては、請求項１〜６に記載の車体前部構造において、
前記サイドフレーム部材に連結したクロス部材の傾斜部の根元部の剛性を、後方移動する前記駆動ユニットの荷重が前記受け部に作用した際に働くモーメントに応じて設定するとともに、車体骨格部材に取り付けた前記サイドフレーム部材の後端部の剛性を、サイドフレーム部材の前端部に衝突荷重が作用した際に働くモーメントに応じて設定したことを特徴としている。
【００１４】
請求項８の発明にあっては、請求項１〜７に記載の車体前部構造において、
前記受け部の前端に、車両前後方向に対して垂直な平面部を設けたことを特徴としている。
【００１５】
請求項９の発明にあっては、請求項１〜７に記載の車体前部構造において、
前記受け部の前端に、この受け部に前記駆動ユニットが干渉した際に、この駆動ユニットからの荷重伝達効率を増大する受圧面部を設けたことを特徴としている。
【００１６】
請求項１０の発明にあっては、請求項１〜９に記載の車体前部構造において、前記傾斜部に、駆動ユニットからの入力荷重が所定値以上の場合に、下向きの折れ変形を誘起する剛性低下部を設けたことを特徴としている。
【００１７】
【発明の効果】
請求項１に記載の発明によれば、前方から入力される衝突荷重は、フロントサイドメンバおよびこのフロントサイドメンバに取け付けたサブフレームを介して、このフロントサイドメンバの後方側に連なる他の車体骨格部材へと伝達される。
【００１８】
このとき、フロントサイドメンバおよびサブフレームの変形に伴って駆動ユニットが後方移動すると、この駆動ユニットはサブフレームのクロス部材に設けた受け部に受け止められる。
【００１９】
すると、前記受け部に入力された駆動ユニットの荷重は、クロス部材の車幅方向両側に設けた傾斜部を介してサイドフレーム部材へと伝達されるが、前記傾斜部は前記受け部から車幅方向外方に向かって後方に傾斜しているため、該傾斜部を介して前記駆動ユニットの荷重を前記サイドフレーム部材に対して車幅方向と車両後方とに分散することができる。
【００２０】
従って、車体前部で吸収できなかった荷重を補強部材を必要とすることなく後方の他の車体骨格部材に分散伝達してキャビンへの影響を低減することができる。
【００２１】
請求項２に記載の発明によれば、請求項１の発明の効果に加えて、受け部に入力した駆動ユニットの移動荷重は、第１取付箇所を介してエクステンションサイドメンバに伝達されるとともに、第２取付箇所を介してサイドシルに伝達される。
【００２２】
このとき、前記受け部は左右のそれぞれ第１取付箇所と前記第２取付箇所とを結ぶ延長線の交点の近傍に配置してあるので、受け部に入力された荷重を左右の延設部に略均等に軸力として伝達できて、左右のエクステンションサイドメンバとサイドシルへの荷重の分散効果を高めることができる。
【００２３】
請求項３に記載の発明によれば、請求項１，２の発明の効果に加えて、駆動ユニットの移動荷重を受け部を介して傾斜部の軸力として入力して、サイドフレーム部材とクロス部材との連結部に伝達することができ、この荷重をサブフレームを介して他の車体骨格部材に効率良く分散することができる。
【００２４】
請求項４に記載の発明によれば、請求項１，２の発明の効果に加えて、受け部に駆動ユニットの移動荷重が入力されることによって、クロス部材の傾斜部には上方への曲げモーメントが発生する。
【００２５】
従って、サイドフレーム部材の後端部に発生する下方への曲げモーメントを、前記クロス部材の傾斜部分に発生する上方への曲げモーメントによって打ち消すことにより、他の車体骨格部材に衝突荷重を効率良く分散伝達することができる。
【００２６】
請求項５に記載の発明によれば、請求項１，２の発明の効果に加えて、受け部の高さが下方となることにより、前方からの衝突荷重により後方移動する駆動ユニットが前記受け部に干渉するタイミングを遅らせることができる。
【００２７】
このため、駆動ユニットの移動荷重がサブフレームを介して他の車体骨格部材に伝達するタイミングがずれて、車体骨格部材に発生する荷重のピーク値を低減することができる。
【００２８】
請求項６に記載の発明によれば、請求項２〜５の発明の効果に加えて、駆動ユニットがサブフレームの変形に伴って下方に移動するため、駆動ユニットをより確実に受け部に干渉させることができる。
【００２９】
請求項７に記載の発明によれば、請求項１〜６の発明の効果に加えて、クロス部材の傾斜部やサイドフレーム部材の後端部が大きく変形するのを防止でき、衝突荷重の車体骨格部材への荷重伝達効率を向上することができる。
【００３０】
請求項８に記載の発明によれば、請求項１〜７の発明の効果に加えて、受け部の平面部で後方移動する駆動ユニットを確実に受け止めることができて、駆動ユニットからの荷重をクロス部材を介して車体骨格部材に効率よく伝達することができる。
【００３１】
請求項９に記載の発明によれば、請求項１〜７の発明の効果に加えて、受け部の受圧面部に駆動ユニットが干渉した際に、駆動ユニットから受け部への荷重伝達効率を向上することができる。
【００３２】
請求項１０に記載の発明によれば、請求項１〜７の発明の効果に加えて、駆動ユニットの後退量が大きい場合に、剛性低下部を起点に傾斜部を下折れ変形させて、後方移動する駆動ユニットを下方に案内することができるため、駆動ユニットが他の車体骨格部材に干渉する度合いを減少して、キャビンの変形を防止若しくは小さくすることができる。
【００３３】
【発明の実施の形態】
以下、本発明の実施形態を図面と共に詳述する。
【００３４】
（第１実施形態）
図１から図６は本発明にかかる車体前部構造の第１実施形態を示し、図１は本発明の対象とする自動車の外観斜視図、図２は車体前部の車体骨格部材の車幅方向片側を示す要部斜視図、図３は車体前部の車体骨格部材の平面図、図４は前面衝突時における車体前部の車体骨格部材の平面図、図５は車体前部の車体骨格部材の側面図、図６は前面衝突時における車体前部の車体骨格部材の側面図である。
【００３５】
この第１実施形態の車体１の前部構造１０は、図２，図３に示すように、フロントサイドメンバ２０やサブフレーム３０およびフロントサイドメンバ２０の後方側に連なるエクステンションサイドメンバ４０やサイドシル４１を備えて車体前部の車体骨格部材Ｋ１が構成される。
【００３６】
前記フロントサイドメンバ２０は、図３に示すように車体前部の車幅方向両側部に配置され、それぞれが車両前後方向（図２の左右方向）に延びるとともに、このフロントサイドメンバ２０の後方側には、他の車体骨格部材Ｋ２としての前記エクステンションサイドメンバ４０や前記サイドシル４１が連なる。
【００３７】
また、前記１対のフロントサイドメンバ２０の前端部に跨ってバンパーＢを取り付けてある。
【００３８】
前記エクステンションサイドメンバ４０は、図２に示すように各フロントサイドメンバ２０の後方端部に下向きの傾斜部分４０ａを介して車両後方へと延びている。
【００３９】
また、前記サイドシル４１は、各エクステンションサイドメンバ４０の車幅方向外方に所定間隔を設けて略平行に配置され、これらエクステンションサイドメンバ４０とサイドシル４１は、それぞれの前端部同士が車両外方に向かって後方に傾斜するアウトリガー４２を介して相互に連結している。
【００４０】
前記サブフレーム３０は、フロントサイドメンバ２０の下方に配置され、１対のフロントサイドメンバ２０にそれぞれ略平行に配置される１対のサイドフレーム部材３１と、サイドフレーム部材３１，３１の前端部間を連結するフロントクロス部材３２と、サイドフレーム部材３１，３１の後端部間を連結するリヤクロス部材３３と、によって全体的に略矩形状骨格として構成してある。
【００４１】
サブフレーム３０は、サイドフレーム部材３１とリヤクロス部材３３との連結部３４を第１取付箇所Ｐ１として図５に示すように、この第１取付箇所Ｐ１をエクステンションサイドメンバ４０の前端部下面にボルト，ナットを用いた締結部材ｆ１を介して取り付けてある。
【００４２】
また、前記サブフレーム３０のサイドフレーム部材３１の後端部には、前記連結部３４から車幅方向外方かつ車両斜め後方に向けて突出する延設部３５を設けてあり、この延設部３５の後端部に第２取付箇所Ｐ２を設け、この第２取付箇所Ｐ２を締結部材ｆ２を介してサイドシル４１の前端部下面に取り付けてある。
【００４３】
尚、本実施形態では前記延設部３５の傾斜方向を前記アウトリガー４２の傾斜方向に揃えて、このアウトリガー４２の下側に略沿って延設部３５が配置される。
【００４４】
前記サイドフレーム部材３１の前端部には第３取付箇所Ｐ３を設けてあり、フロントサイドメンバ２０の前端部下側に垂設した取付部２０ａの下面に前記第３取付箇所Ｐ３を締結部材ｆ３を介して取り付けてある。
【００４５】
このように、前記サブフレーム３０は前記締結部材ｆ１，ｆ２，ｆ３を介してフロントサイドメンバ２０、エクステンションサイドメンバ４０およびサイドシル４１に結合され、このサブフレーム３０にエンジンやトランスミッションを結合した駆動ユニット５０を搭載している。
【００４６】
駆動ユニット５０は、図５に示すように前記第１取付箇所Ｐ１と前記第３取付箇所Ｐ３との間において、前記サイドフレーム部材３１に設けたマウント部材５１を介して支持してある。
【００４７】
前記サイドフレーム部材３１の前後両端部には傾斜部分３１ａ，３１ｂを設けてあり、このサイドフレーム部材３１の駆動ユニット５０を搭載した中央部分を、前記第１取付箇所Ｐ１と前記第３取付箇所Ｐ３とを結ぶ直線よりも下方に設定してある。
【００４８】
ここで、本実施形態では、前記リヤクロス部材３３の車幅方向両側部を、前記サイドフレーム部材３１との連結部３４から車幅方向中央部に向かって車両前方に傾斜する傾斜部３３ａとし、これら傾斜部３３ａ間をつなぐ合流部分を、前記駆動ユニット５０の後側近傍位置で、前方からの衝突荷重で後方移動する該駆動ユニット５０を受け止める受け部３６としている。
【００４９】
前記受け部３６は、車幅方向両側にそれぞれ設けられた前記第１取付箇所Ｐ１と前記第２取付箇所Ｐ２とを結ぶそれぞれの延長線の交点Ａの近傍に配置され、受け部３６で受け止めた荷重が第１取付箇所Ｐ１と第２取付箇所Ｐ２に直線的に入力するようになっている。
【００５０】
また、前記受け部３６は、駆動ユニット５０に対向する前端が、車両前後方向に対して垂直な平面部３６ａとなっており、かつ、該受け部３６の高さは、図５に示すように傾斜部３３ａを略水平に形成することにより、エクステンションサイドメンバ４０およびサイドシル４１に対する連結部分の高さとほぼ同一に設定してある。
【００５１】
以上の構成により本実施形態の車体前部構造１０によれば、車両が壁面などに前面衝突した場合に、図４，図６に示すように衝突荷重Ｆが車体前方から入力され、フロントサイドメンバ２０およびこのフロントサイドメンバ２０に取け付けたサブフレーム３０を介して、このフロントサイドメンバ２０の後方側に連なる他の車体骨格部材Ｋ２へと伝達される。
【００５２】
具体的には、前記衝突荷重ＦによりまずパンパーＢが変形し、その後フロントサイドメンバ２０の前端部が軸圧壊しつつサブフレーム３０が変形する。
【００５３】
サブフレーム３０の変形は、図６に示すようにサイドフレーム部材３１の前方の傾斜部分３１ａを起立しつつフロントクロス部材３２が後方移動し、この後方移動するフロントクロス部材３２が駆動ユニット５０の前端面に干渉して、この駆動ユニット５０を後方移動させる。
【００５４】
このように、駆動ユニット５０が後方移動することによりリヤクロス部材３３の中央部に設けた受け部３６に突き当たって受け止められ、この受け部３６に入力した荷重は、図４に示すようにリヤクロス部材３３の車幅方向両側に設けた傾斜部３３ａを介してサイドフレーム部材３１へと伝達されるが、前記傾斜部３３ａは前記受け部３６に対して車幅方向外方に向かって後方に傾斜しているため、該傾斜部３３ａを介して前記駆動ユニット５０の荷重を車幅方向と車両後方とに分散することができる。
【００５５】
このとき、駆動ユニット５０を搭載したサイドフレーム部材３１は、前後両端部に傾斜部分３１ａ，３１ｂを形成してマウント部材５１を設けた中央部が下方に位置しているため、衝突荷重Ｆの入力により前方の傾斜部分３１ａが起立方向に変形することに伴って、サイドフレーム部材３１の中央部分が下方に押し出されるため、前記駆動ユニット５０は後方移動に伴って下方に沈み込む。
【００５６】
このように、駆動ユニット５０がサブフレーム３０の変形に伴って下方に移動するため、駆動ユニット５０をより確実に受け部３６に干渉させることができる。
【００５７】
受け部３６に入力した駆動ユニット５０の移動荷重は、第１取付箇所Ｐ１を介してエクステンションサイドメンバ４０に軸方向に伝達されるとともに、延設部３５の後端部に配置した第２取付箇所Ｐ２を介してサイドシル４１に軸方向に伝達される。
【００５８】
従って、車体前部で吸収できなかった衝突荷重Ｆを、他の車体骨格部材Ｋ２としてのエクステンションサイドメンバ４０やサイドシル４１に効率的に分散伝達することができる。
【００５９】
また、前記受け部３６は前記第１取付箇所Ｐ１と前記第２取付箇所Ｐ２とを結ぶ延長線の交点Ａの近傍に配置してあるので、受け部３６に入力された荷重を左右の延設部３５に略均等に軸力として伝達できて、左右のエクステンションサイドメンバ４０とサイドシル４１への荷重の分散効果を高めることができる。
【００６０】
このため、前記衝突荷重Ｆがキャビンへに影響するのを効果的に低減することができる。また、従来構造のような補強部分を必要としないことから、軽量化を達成することができる。
【００６１】
特に本実施形態では、前記受け部３６の前述の高さ設定により、駆動ユニット５０の移動荷重を受け部３６を介して傾斜部３３ａの軸力として入力して、前記連結部３４に伝達することができ、この荷重をサブフレーム３０を介して他の車体骨格部材Ｋ２に効率良く分散することができる。
【００６２】
また、前記受け部３６の前端には、車両前後方向に対して垂直な平面部３６ａを設けたので、この平面部３６ａで後方移動する駆動ユニット５０を確実に受け止めることができて、駆動ユニット５０からの荷重をリヤクロス部材３３を介して車体骨格部材Ｋ２に効率よく伝達することができる。
【００６３】
（第２実施形態）
図７，図８は本発明の第２実施形態を示し、前記実施形態と同一構成部分に同一符号を付して重複する説明を省略して述べる。
【００６４】
図７は車体前部の車体骨格部材の側面図、図８は前面衝突時における車体前部の車体骨格部材の側面図である。
【００６５】
この第２実施形態の車体前部構造１０ａは、図７に示すようにリヤクロス部材３３の傾斜部分３３ａを、サイドフレーム部材３１とリヤクロス部材３３との連結部３４から上方に向かって傾斜させることにより、受け部３６の高さをエクステンションサイドメンバ４０およびサイドシル４１に対する連結部分の高さよりも上方に設定してある。
【００６６】
従って、この第２実施形態の車体前部構造１０ａでは、受け部３６に駆動ユニット５０の移動荷重が入力した際、リヤクロス部材３３の傾斜部３３ａには上方への曲げモーメントＭ２が発生する。
【００６７】
このため、衝突荷重Ｆの入力によりサイドフレーム部材３１の後端部に形成した傾斜部分３１ｂの根元部（後部）に発生する下方への曲げモーメントＭ１を、前記傾斜部３３ａの根元部（後部）に発生する上方への曲げモーメントＭ２によって打ち消すことができ、結果的にサイドフレーム部材３１とリヤクロス部材３３との連結部３４に発生するモーメントを効果的に低減して、他の車体骨格部材Ｋ２に前記衝突荷重Ｆを効率良く分散伝達することができる。
【００６８】
ここで、前記サイドフレーム部材３１に連結したリヤクロス部材３３の傾斜部３３ａの根元部の剛性を、後方移動する前記駆動ユニット５０の荷重が前記受け部３６に作用した際に働くモーメントＭ２に応じて設定するとともに、前記サイドフレーム部材３１の後端部の剛性を、サイドフレーム部材３１の前端部に衝突荷重Ｆが作用した際に働くモーメントＭ１に応じて設定することが好ましい。
【００６９】
これにより、リヤクロス部材３３の傾斜部３３ａやサイドフレーム部材３１の後端部が大きく変形するのを防止でき、衝突荷重Ｆの車体骨格部材Ｋ２への荷重伝達効率を向上することができると共に、前記上方への曲げモーメントＭ２による前記下方への曲げモーメントＭ１の打ち消しをより確実なものとすることができる。
【００７０】
（第３実施形態）
図９，図１０は本発明の第３実施形態を示し、前記実施形態と同一構成部分に同一符号を付して重複する説明を省略して述べる。
【００７１】
図９は車体前部の車体骨格部材の側面図、図１０は前面衝突時における車体前部の車体骨格部材の側面図である。
【００７２】
この第３実施形態の車体前部構造１０ｂは、図９に示すようにリヤクロス部材３３の傾斜部３３ａを、サイドフレーム部材３１とリヤクロス部材３３との連結部３４から下方に向かって傾斜させることにより、受け部３６の高さをエクステンションサイドメンバ４０およびサイドシル４１に対する連結部分の高さよりも下方に設定してある。
【００７３】
この実施形態では前記傾斜部分３３ａは、サイドフレーム部材３１の後端部の傾斜部３１ｂの傾斜角度に沿って傾斜し、図９に示すように側面視で前記受け部３６はサイドフレーム部材３１と同一高さに設定してある。
【００７４】
従って、この第３実施形態の車体前部構造１０ｂでは、前方からの衝突荷重Ｆにより後方移動する駆動ユニット５０が前記受け部３６に干渉するタイミングを遅らせることができる。
【００７５】
このため、駆動ユニット５０の移動荷重がサブフレーム３０を介して他の車体骨格部材Ｋ２に伝達するタイミングがずれて、車体骨格部材Ｋ２に発生する荷重のピーク値を低減することができる。
【００７６】
（第４実施形態）
図１１〜図１３は本発明の第４実施形態を示し、前記実施形態と同一構成部分に同一符号を付して重複する説明を省略して述べる。
【００７７】
図１１は車体前部の車体骨格部材の側面図、図１２は前面衝突時における荷重入力の途中段階を示す車体骨格部材の側面図、図１３は前面衝突時における荷重入力の次段階を示す車体骨格部材の側面図である。
【００７８】
この第４実施形態の車体前部構造１０ｃは、図１１に示すように受け部３６を支持するリアクロス部材３３の傾斜部３３ａに、駆動ユニット５０からの入力荷重が所定値以上の場合に、下向きの折れ変形を誘起する剛性低下部としての脆弱部６０を設けてある。尚、この所定値は車体を構成する構成部材の種類により異なり、衝突時に発生する加速度の値約３０Ｇに基づいてノッチの形状や断面係数を変更することにより決定される。
【００７９】
前記脆弱部６０は、傾斜部３３ａの中間部下側に設けたノッチ６１によって形成し、受け部３６に過大荷重が入力した場合に、このノッチ６１から傾斜部３３ａの先端側（受け部３６側）が下折れ変形するようになっている。
【００８０】
従って、この第４実施形態の車体前部構造１０ｃでは、傾斜部３３ａに脆弱部６０を設けたことにより、前面衝突により駆動ユニット５０から受ける荷重、特にこの荷重が過大である場合には必然的に駆動ユニット５０の後方移動量が増大するが、この駆動ユニット５０の荷重入力により脆弱部６０が下折れして、図１２および図１３に示すように、後方移動する駆動ユニット５０を下方に案内することができる。
【００８１】
このように駆動ユニット５０の当たり面が受け部３６上をスライドして駆動ユニット５０が下方に落ち込むことにより、駆動ユニット５０がエクステンションサイドメンバ４０などの他の車体骨格部材Ｋ２に干渉する度合いを減少し、ひいてはキャビンの変形を防止若しくは小さくすることができる。
【００８２】
（他の実施形態）
また、この第４実施形態の車体前部構造１０ｃにあって傾斜部３３ａに脆弱部６０を設けた場合に、図１４の要部拡大図に示すように受け部３６の前端に、駆動ユニット５０の後側面の干渉により受け部３６に下方への分力を発生する円弧面３６ｂを設けることが好ましい。
【００８３】
この場合、受け部３６の円弧面３６ｂに駆動ユニット５０が干渉することにより、傾斜部３３ａの脆弱部６０より前方の部分をより確実に下折れ変形させることができる。
【００８４】
更に、図１５，図１６，図１７はそれぞれ受け部３６の他の実施形態を示す要部拡大図で、この受け部３６の前端に、前記駆動ユニット５０が干渉した際に、この駆動ユニット５０からの荷重伝達効率を増大する受圧面部７０，７１，７２を設けてある。
【００８５】
図１５に示す受圧面部７０は、駆動ユニット５０との干渉面積を増大する傾斜面として形成したもので、後方移動する駆動ユニット５０が傾斜面７０に大きな接触面積で干渉できるため、両者間の摩擦力が大きくなって駆動ユニット５０から受け部３６への荷重伝達効率を向上することができる。
【００８６】
また、図１６に示す受圧面部７１は、受け部３６に干渉する駆動ユニット５０の角部形状に沿った凹部として形成したもので、駆動ユニット５０が凹部７１に干渉した際に、駆動ユニット５０の角部を凹部７１で係合状態で受け止めることができるため、駆動ユニット５０から受け部３６への荷重伝達効率を向上することができる。
【００８７】
更に、図１７に示す受圧面部７２は、階段状に傾斜した凹凸面として形成したもので、駆動ユニット５０が受け部３６に干渉した際に、両者間に発生する大きな摩擦抵抗力により荷重伝達効率を向上することができる。
【００８８】
尚、前記受圧面部は傾斜面７０、凹部７１、凹凸面７２に限ることはなく、荷重伝達効率を高めることができる構造であればよい。
【００８９】
ところで、本発明は前記各実施形態に例をとって説明したが、これら各実施形態以外にも本発明の要旨を逸脱しない範囲でその他の実施形態を採ることができる。
【図面の簡単な説明】
【図１】本発明の対象とする自動車の外観斜視図。
【図２】本発明の第１実施形態における車体前部の車体骨格部材の車幅方向片側を示す要部斜視図。
【図３】本発明の第１実施形態における車体前部の車体骨格部材を示す平面図。
【図４】本発明の第１実施形態における前面衝突時の車体前部の車体骨格部材を示す平面図。
【図５】本発明の第１実施形態における車体前部の車体骨格部材を示す側面図。
【図６】本発明の第１実施形態における前面衝突時の車体前部の車体骨格部材を示す側面図。
【図７】本発明の第２実施形態における車体前部の車体骨格部材を示す側面図。
【図８】本発明の第２実施形態における前面衝突時の車体前部の車体骨格部材を示す側面図。
【図９】本発明の第３実施形態における車体前部の車体骨格部材を示す側面図。
【図１０】本発明の第３実施形態における前面衝突時の車体前部の車体骨格部材を示す側面図。
【図１１】本発明の第４実施形態における車体前部の車体骨格部材を示す側面図。
【図１２】本発明の第４実施形態における前面衝突時の荷重入力の途中段階を示す車体骨格部材の側面図。
【図１３】本発明の第４実施形態における前面衝突時の荷重入力の次段階を示す車体骨格部材の側面図。
【図１４】本発明の車体前部構造の受け部に円弧面を設けた他の実施形態を示す要部拡大図。
【図１５】本発明の車体前部構造の受け部に傾斜面を設けた他の実施形態を示す要部拡大図。
【図１６】本発明の車体前部構造の受け部に凹部を設けた他の実施形態を示す要部拡大図。
【図１７】本発明の車体前部構造の受け部に凹凸面を設けた他の実施形態を示す要部拡大図。
【符号の説明】
１０，１０ａ，１０ｂ，１０ｃ車体前部構造
２０フロントサイドメンバ
３０サブフレーム
３１サイドフレーム部材
３３リヤクロス部材（クロス部材）
３３ａ傾斜部
３４連結部
３５延設部
３６受け部
３６ａ平面部
４０エクステンションサイドメンバ
４１サイドシル
５０駆動ユニット
６０脆弱部
７０傾斜面（受圧面部）
７１凹部（受圧面部）
７２凹凸面（受圧面部）
Ｋ１車体骨格部材
Ｋ２他の車体骨格部材
Ｐ１第１取付箇所
Ｐ２第２取付箇所
Ｐ３第３取付箇所[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle body front structure of an automobile, and more particularly to a vehicle body front structure in which a collision load from the front is efficiently transmitted and distributed to a vehicle body skeleton member.
[0002]
[Prior art]
As a conventional vehicle body front part structure, for example, as disclosed in Japanese Patent Application Laid-Open No. 2000-16327, a structure in which subframes are connected across left and right front side members that are front and rear skeleton members of a vehicle body front part. Are known.
[0003]
[Problems to be solved by the invention]
In the conventional vehicle body front structure, when a collision load is input from the front due to a frontal collision, when this load is transmitted to the rear of the vehicle body, A load transmission path that passes to another vehicle body skeleton member connected to the rear is formed.
[0004]
In this case, in order to transmit the load that could not be absorbed by the front side member to other vehicle body skeleton members behind the front side member and to distribute the load, the front side member and other vehicle skeleton members It is necessary to strengthen the connecting part.
[0005]
However, if the connecting portion between the front side member and the other vehicle body skeleton member or a portion in the vicinity thereof is simply reinforced, the weight increases.
[0006]
Therefore, the present invention provides a vehicle body front structure that can efficiently disperse and transmit a load that could not be absorbed by the vehicle body front part to the vehicle body rear part without specifically reinforcing the vehicle body skeleton member, thereby reducing the influence on the cabin. Is to provide.
[0007]
[Means for Solving the Problems]
In the invention of claim 1, a front side member that extends in the vehicle front-rear direction on both sides in the vehicle width direction of the front portion of the vehicle body and whose rear side is continuous with other vehicle body skeleton members;
A pair of left and right side frame members extending in the vehicle front-rear direction, and a cross member that connects rear end portions of these side frame members in the vehicle width direction, disposed below the front side member, A subframe attached to a vehicle body skeleton member including a member;
At the front position of the cross member Side frame member In the vehicle body front part structure equipped with a drive unit mounted on
Both side portions in the vehicle width direction of the cross member are inclined portions that are inclined forward of the vehicle from the connecting portion with the side frame member toward the vehicle width direction central portion, and at least a joining portion that connects these inclined portions. Part of the above Protruding to the position near the rear side of the drive unit through the inclined part, The receiving unit is configured to receive the drive unit that moves backward due to a collision load from the front.
[0008]
In the invention of claim 2, in the vehicle body front part structure of claim 1,
The other body skeleton member is an extension side member extending rearward from the rear end of each front side member,
Side sills arranged on the outside in the vehicle width direction of these extension side members and extending in the vehicle front-rear direction,
An outrigger that connects the extension side member and the side sill adjacent to each other on the same side in the vehicle width direction,
A connecting portion between the side frame member and the cross member is used as a first attachment portion that is attached to the extension side member, and an extending portion that protrudes outward in the vehicle width direction and obliquely rearward of the vehicle from the connecting portion. Provide a second attachment location where the rear end of this extension is attached to the side sill,
The receiving portion is arranged in the vicinity of the intersection of the extension lines connecting the first attachment location and the second attachment location respectively provided on both sides in the vehicle width direction.
[0009]
In invention of Claim 3, in the vehicle body front part structure of Claim 2,
The height of the receiving portion is set to be substantially the same as the height of the connecting portion with respect to the extension side member and the side sill.
[0010]
In invention of Claim 4, in the vehicle body front part structure of Claim 2,
The height of the receiving portion is set to be higher than the height of the connecting portion with respect to the extension side member and the side sill.
[0011]
In invention of Claim 5, in the vehicle body front part structure of Claim 2,
The height of the receiving portion is set to be lower than the height of the connecting portion with respect to the extension side member and the side sill.
[0012]
In invention of Claim 6, in the vehicle body front part structure of Claims 2-5,
The front end portion of the subframe is a third attachment location that is attached to the front end portion of the front side member, and the drive unit is mounted on the side frame member between the third attachment location and the first attachment location, The drive unit mounting portion of the side frame member is set below a straight line connecting the first attachment location and the third attachment location.
[0013]
In invention of Claim 7, in the vehicle body front part structure of Claims 1-6,
The rigidity of the base part of the inclined part of the cross member connected to the side frame member is set according to the moment that acts when the load of the drive unit that moves backward acts on the receiving part, and is attached to the vehicle body skeleton member Further, the rigidity of the rear end portion of the side frame member is set in accordance with a moment acting when a collision load is applied to the front end portion of the side frame member.
[0014]
In invention of Claim 8, in the vehicle body front part structure of Claims 1-7,
A flat portion perpendicular to the vehicle longitudinal direction is provided at the front end of the receiving portion.
[0015]
In invention of Claim 9, in the vehicle body front part structure of Claims 1-7,
A pressure receiving surface portion is provided at the front end of the receiving portion to increase load transmission efficiency from the driving unit when the driving unit interferes with the receiving portion.
[0016]
According to the invention of claim 10, in the vehicle body front part structure according to claims 1 to 9, a downward bending deformation is induced in the inclined part when an input load from the drive unit is a predetermined value or more. It is characterized by providing a rigidity reduction portion.
[0017]
【The invention's effect】
According to the first aspect of the present invention, the collision load input from the front is connected to the rear side of the front side member via the front side member and the subframe attached to the front side member. It is transmitted to the vehicle body skeleton member.
[0018]
At this time, when the drive unit moves rearward along with the deformation of the front side member and the sub frame, the drive unit is received by the receiving portion provided on the cross member of the sub frame.
[0019]
Then, the load of the drive unit input to the receiving portion is transmitted to the side frame member via the inclined portions provided on both sides of the cross member in the vehicle width direction. The inclined portion is transmitted from the receiving portion to the vehicle width. Since the vehicle is inclined rearward in the direction outward direction, the load of the drive unit can be distributed in the vehicle width direction and the vehicle rear side with respect to the side frame member via the inclined portion.
[0020]
Therefore, the load that could not be absorbed by the front part of the vehicle body can be distributed and transmitted to the other vehicle body skeleton members in the rear without requiring a reinforcing member, thereby reducing the influence on the cabin.
[0021]
According to the invention of claim 2, in addition to the effect of the invention of claim 1, the moving load of the drive unit input to the receiving portion is transmitted to the extension side member via the first attachment location, It is transmitted to the side sill via the second attachment location.
[0022]
At this time, since the receiving portion is arranged in the vicinity of the intersection of the extension lines connecting the first and second mounting locations on the left and right, the load input to the receiving portion is applied to the left and right extending portions. The axial force can be transmitted substantially evenly, and the effect of distributing the load to the left and right extension side members and the side sill can be enhanced.
[0023]
According to the third aspect of the present invention, in addition to the effects of the first and second aspects of the invention, the moving load of the drive unit is input as the axial force of the inclined portion via the receiving portion, and the side frame member and the cross The load can be transmitted to the connecting portion with the member, and this load can be efficiently distributed to the other vehicle body skeleton members via the subframe.
[0024]
According to the fourth aspect of the invention, in addition to the effects of the first and second aspects of the invention, when the moving load of the drive unit is input to the receiving part, the inclined part of the cross member is bent upward. A moment is generated.
[0025]
Therefore, by colliding the downward bending moment generated at the rear end of the side frame member with the upward bending moment generated at the inclined portion of the cross member, the collision load is efficiently distributed to the other body frame members. Can communicate.
[0026]
According to the fifth aspect of the invention, in addition to the effects of the first and second aspects of the invention, the height of the receiving portion is lowered, so that the drive unit that moves backward due to a collision load from the front is the receiving unit. The timing of interfering with the part can be delayed.
[0027]
For this reason, the timing at which the moving load of the drive unit is transmitted to the other vehicle body frame member via the subframe is shifted, and the peak value of the load generated on the vehicle body frame member can be reduced.
[0028]
According to the sixth aspect of the present invention, in addition to the effects of the second to fifth aspects of the invention, the drive unit moves downward with the deformation of the subframe, so that the drive unit is more reliably interfered with the receiving portion. Can be made.
[0029]
According to the seventh aspect of the present invention, in addition to the effects of the first to sixth aspects of the invention, it is possible to prevent the inclined portion of the cross member and the rear end portion of the side frame member from being greatly deformed. The load transmission efficiency to the skeleton member can be improved.
[0030]
According to the eighth aspect of the invention, in addition to the effects of the first to seventh aspects of the invention, the drive unit that moves backward in the plane portion of the receiving portion can be reliably received, and the load from the drive unit can be reduced. It can be efficiently transmitted to the vehicle body frame member via the cross member.
[0031]
According to the ninth aspect of the invention, in addition to the effects of the first to seventh aspects, when the drive unit interferes with the pressure receiving surface portion of the receiving portion, the load transmission efficiency from the driving unit to the receiving portion is improved. can do.
[0032]
According to the invention of claim 10, in addition to the effects of the inventions of claims 1 to 7, when the retraction amount of the drive unit is large, the inclined part is bent downward and deformed starting from the rigidity reduction part, and the rear Since the moving drive unit can be guided downward, the degree to which the drive unit interferes with other vehicle body skeleton members can be reduced, and deformation of the cabin can be prevented or reduced.
[0033]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0034]
(First embodiment)
1 to 6 show a first embodiment of a vehicle body front structure according to the present invention, FIG. 1 is an external perspective view of an automobile targeted by the present invention, and FIG. 3 is a plan view of a vehicle body skeleton member at the front of the vehicle body, FIG. 4 is a plan view of the vehicle body skeleton member at the front of the vehicle body at the time of a frontal collision, and FIG. 5 is a vehicle body skeleton at the front of the vehicle body. FIG. 6 is a side view of the vehicle body skeleton member at the front of the vehicle body at the time of a frontal collision.
[0035]
As shown in FIGS. 2 and 3, the front structure 10 of the vehicle body 1 according to the first embodiment includes an extension side member 40 and a side sill 41 that are connected to the rear side of the front side member 20, the subframe 30, and the front side member 20. The vehicle body skeleton member K1 at the front of the vehicle body is configured.
[0036]
As shown in FIG. 3, the front side member 20 is disposed on both sides in the vehicle width direction of the front portion of the vehicle body, and extends in the vehicle front-rear direction (left-right direction in FIG. 2). The extension side member 40 and the side sill 41 as other vehicle body skeleton members K2 are connected to each other.
[0037]
A bumper B is attached across the front end portions of the pair of front side members 20.
[0038]
As shown in FIG. 2, the extension side member 40 extends toward the rear of the vehicle via a downwardly inclined portion 40a at the rear end of each front side member 20.
[0039]
The side sill 41 is disposed substantially parallel to the outside of each extension side member 40 in the vehicle width direction at a predetermined interval. The extension side member 40 and the side sill 41 have their front end portions outward from the vehicle. They are connected to each other via an outrigger 42 inclined rearward.
[0040]
The sub-frame 30 is disposed below the front side member 20 and between a pair of side frame members 31 disposed substantially parallel to the pair of front side members 20 and the front end portions of the side frame members 31, 31. The front cross member 32 that connects the rear frame members 31 and the rear cross member 33 that connects the rear end portions of the side frame members 31 and 31 constitutes a substantially rectangular skeleton as a whole.
[0041]
As shown in FIG. 5, the subframe 30 has a connecting portion 34 between the side frame member 31 and the rear cross member 33 as a first attachment location P1, and the first attachment location P1 is bolted to the lower surface of the front end portion of the extension side member 40. It is attached via a fastening member f1 using a nut.
[0042]
In addition, an extending portion 35 is provided at the rear end portion of the side frame member 31 of the subframe 30 so as to protrude outward in the vehicle width direction and obliquely rearward of the vehicle from the connecting portion 34. The 2nd attachment location P2 is provided in the rear-end part of 35, and this 2nd attachment location P2 is attached to the lower surface of the front-end part of the side sill 41 via the fastening member f2.
[0043]
In the present embodiment, the extending portion 35 is arranged substantially along the lower side of the outrigger 42 with the inclined direction of the extending portion 35 aligned with the inclined direction of the outrigger 42.
[0044]
A third attachment location P3 is provided at the front end portion of the side frame member 31, and the third attachment location P3 is connected to the lower surface of the attachment portion 20a suspended below the front end portion of the front side member 20 via a fastening member f3. Attached.
[0045]
Thus, the sub-frame 30 is coupled to the front side member 20, the extension side member 40, and the side sill 41 via the fastening members f1, f2, and f3, and the drive unit 50 is coupled to the sub-frame 30 with an engine and a transmission. It is equipped with.
[0046]
As shown in FIG. 5, the drive unit 50 is supported between the first attachment location P1 and the third attachment location P3 via a mount member 51 provided on the side frame member 31.
[0047]
Inclined portions 31a and 31b are provided at both front and rear end portions of the side frame member 31, and the central portion on which the drive unit 50 of the side frame member 31 is mounted is defined as the first mounting location P1 and the third mounting location P3. It is set below the straight line connecting
[0048]
Here, in the present embodiment, the both sides in the vehicle width direction of the rear cross member 33 are inclined portions 33a that are inclined forward of the vehicle from the connecting portion 34 to the side frame member 31 toward the center in the vehicle width direction. A joining portion connecting the inclined portions 33a is a receiving portion 36 that receives the drive unit 50 that moves backward due to a collision load from the front at a position in the vicinity of the rear side of the drive unit 50.
[0049]
The receiving portion 36 is disposed in the vicinity of the intersection A of each extension line connecting the first mounting location P1 and the second mounting location P2 provided on both sides in the vehicle width direction, and received by the receiving portion 36. The load is linearly input to the first attachment location P1 and the second attachment location P2.
[0050]
Further, the receiving portion 36 has a front end opposed to the drive unit 50 as a flat portion 36a perpendicular to the vehicle longitudinal direction, and the height of the receiving portion 36 is as shown in FIG. By forming the inclined portion 33a substantially horizontally, the height of the connecting portion with respect to the extension side member 40 and the side sill 41 is set to be substantially the same.
[0051]
With the above-described configuration, according to the vehicle body front structure 10 of the present embodiment, when the vehicle collides frontward with a wall surface or the like, a collision load F is input from the front of the vehicle body as shown in FIGS. 20 and the sub-frame 30 attached to the front side member 20 are transmitted to another vehicle body skeleton member K2 connected to the rear side of the front side member 20.
[0052]
Specifically, the bumper B is first deformed by the collision load F, and then the sub-frame 30 is deformed while the front end portion of the front side member 20 is axially crushed.
[0053]
As shown in FIG. 6, the sub-frame 30 is deformed by moving the front cross member 32 backward while raising the inclined portion 31 a in front of the side frame member 31, and the front cross member 32 moving rearward is the front end of the drive unit 50. The drive unit 50 is moved backward by interfering with the surface.
[0054]
As described above, the drive unit 50 moves rearward to abut against the receiving portion 36 provided at the center of the rear cross member 33, and the load input to the receiving portion 36 is received by the rear cross member 33 as shown in FIG. Is transmitted to the side frame member 31 via inclined portions 33a provided on both sides in the vehicle width direction of the vehicle. The inclined portion 33a is inclined rearward in the vehicle width direction with respect to the receiving portion 36. Therefore, the load of the drive unit 50 can be distributed in the vehicle width direction and the vehicle rear side through the inclined portion 33a.
[0055]
At this time, the side frame member 31 on which the drive unit 50 is mounted has an inclined portion 31a, 31b formed at both front and rear end portions, and the center portion where the mount member 51 is provided is positioned below. As the forward inclined portion 31a is deformed in the standing direction, the central portion of the side frame member 31 is pushed downward, so that the drive unit 50 sinks downward as it moves backward.
[0056]
Thus, since the drive unit 50 moves downward with the deformation of the subframe 30, the drive unit 50 can be made to interfere with the receiving portion 36 more reliably.
[0057]
The moving load of the drive unit 50 input to the receiving portion 36 is transmitted in the axial direction to the extension side member 40 via the first attachment location P1, and is also provided at the second attachment location disposed at the rear end portion of the extension portion 35. It is transmitted to the side sill 41 in the axial direction via P2.
[0058]
Therefore, the collision load F that could not be absorbed by the front part of the vehicle body can be efficiently distributed and transmitted to the extension side member 40 and the side sill 41 as other vehicle body skeleton members K2.
[0059]
Further, since the receiving portion 36 is disposed in the vicinity of the intersection A of the extension line connecting the first mounting location P1 and the second mounting location P2, the load input to the receiving portion 36 is extended to the left and right. The axial force can be transmitted almost uniformly to the portion 35, and the effect of distributing the load to the left and right extension side members 40 and the side sill 41 can be enhanced.
[0060]
For this reason, it is possible to effectively reduce the impact of the collision load F on the cabin. Further, since a reinforcing part as in the conventional structure is not required, weight reduction can be achieved.
[0061]
In particular, in the present embodiment, the moving load of the drive unit 50 is input as the axial force of the inclined portion 33a via the receiving portion 36 and transmitted to the connecting portion 34 by the above-described height setting of the receiving portion 36. This load can be efficiently distributed to the other vehicle body skeleton members K2 via the subframe 30.
[0062]
Further, since the front portion of the receiving portion 36 is provided with a flat portion 36a perpendicular to the vehicle front-rear direction, the drive unit 50 moving backward on the flat portion 36a can be reliably received, and the driving unit 50 Can be efficiently transmitted to the vehicle body frame member K2 via the rear cross member 33.
[0063]
(Second Embodiment)
7 and 8 show a second embodiment of the present invention, in which the same components as those in the previous embodiment are denoted by the same reference numerals and redundant description is omitted.
[0064]
FIG. 7 is a side view of the vehicle body skeleton member at the front portion of the vehicle body, and FIG. 8 is a side view of the vehicle body skeleton member at the front portion of the vehicle body at the time of a frontal collision.
[0065]
In the vehicle body front structure 10a of the second embodiment, the inclined portion 33a of the rear cross member 33 is inclined upward from the connecting portion 34 between the side frame member 31 and the rear cross member 33 as shown in FIG. The height of the receiving portion 36 is set higher than the height of the connecting portion with respect to the extension side member 40 and the side sill 41.
[0066]
Therefore, in the vehicle body front structure 10a of the second embodiment, when a moving load of the drive unit 50 is input to the receiving portion 36, an upward bending moment M2 is generated in the inclined portion 33a of the rear cross member 33.
[0067]
For this reason, the downward bending moment M1 generated at the base portion (rear portion) of the inclined portion 31b formed at the rear end portion of the side frame member 31 by the input of the collision load F is changed to the root portion (rear portion) of the inclined portion 33a. Upward bending moment generated in M2 As a result, the moment generated at the connecting portion 34 between the side frame member 31 and the rear cross member 33 is effectively reduced, and the collision load F is efficiently distributed and transmitted to the other vehicle body skeleton member K2. can do.
[0068]
Here, the rigidity of the base portion of the inclined portion 33a of the rear cross member 33 connected to the side frame member 31 is determined according to the moment M2 that acts when the load of the drive unit 50 moving backward acts on the receiving portion 36. It is preferable to set the rigidity of the rear end portion of the side frame member 31 according to the moment M1 that acts when the collision load F acts on the front end portion of the side frame member 31.
[0069]
Accordingly, the inclined portion 33a of the rear cross member 33 and the rear end portion of the side frame member 31 can be prevented from being greatly deformed, and the load transmission efficiency of the collision load F to the vehicle body skeleton member K2 can be improved. The cancellation of the downward bending moment M1 by the upward bending moment M2 can be made more reliable.
[0070]
(Third embodiment)
FIGS. 9 and 10 show a third embodiment of the present invention, in which the same components as in the previous embodiment are given the same reference numerals and redundant description is omitted.
[0071]
FIG. 9 is a side view of the vehicle body skeleton member at the front portion of the vehicle body, and FIG. 10 is a side view of the vehicle body skeleton member at the front portion of the vehicle body at the time of a frontal collision.
[0072]
In the vehicle body front structure 10b of the third embodiment, the inclined portion 33a of the rear cross member 33 is inclined downward from the connecting portion 34 between the side frame member 31 and the rear cross member 33 as shown in FIG. The height of the receiving portion 36 is set lower than the height of the connecting portion with respect to the extension side member 40 and the side sill 41.
[0073]
In this embodiment, the inclined portion 33a is inclined along the inclination angle of the inclined portion 31b at the rear end portion of the side frame member 31, and the receiving portion 36 is connected to the side frame member 31 in a side view as shown in FIG. It is set to the same height.
[0074]
Accordingly, in the vehicle body front structure 10b of the third embodiment, the timing at which the drive unit 50 moving backward due to the collision load F from the front interferes with the receiving portion 36 can be delayed.
[0075]
For this reason, the timing at which the moving load of the drive unit 50 is transmitted to the other vehicle body frame member K2 via the subframe 30 is shifted, and the peak value of the load generated on the vehicle body frame member K2 can be reduced.
[0076]
(Fourth embodiment)
11 to 13 show a fourth embodiment of the present invention, in which the same components as in the previous embodiment are given the same reference numerals and redundant description is omitted.
[0077]
11 is a side view of the vehicle body skeleton member at the front of the vehicle body, FIG. 12 is a side view of the vehicle body skeleton member showing a middle stage of load input at the time of frontal collision, and FIG. 13 is a vehicle body showing the next stage of load input at the time of frontal collision. Skeleton Part It is a side view.
[0078]
The vehicle body front structure 10c according to the fourth embodiment is directed downward when the input load from the drive unit 50 exceeds a predetermined value on the inclined portion 33a of the rear cross member 33 that supports the receiving portion 36 as shown in FIG. A weakened portion 60 is provided as a rigidity-decreasing portion that induces bending deformation. The predetermined value differs depending on the type of component constituting the vehicle body, and is determined by changing the shape of the notch and the section modulus based on an acceleration value of about 30G generated at the time of collision.
[0079]
The fragile portion 60 is formed by a notch 61 provided on the lower side of the intermediate portion of the inclined portion 33a, and when an excessive load is input to the receiving portion 36, the leading end side (receiving portion 36 side) of the inclined portion 33a from the notch 61. Folds down and deforms.
[0080]
Therefore, in the vehicle body front structure 10c according to the fourth embodiment, the weak portion 60 is provided in the inclined portion 33a, so that the load received from the drive unit 50 due to the frontal collision, particularly when this load is excessive, is inevitable. However, as shown in FIGS. 12 and 13, the drive unit 50 moving backward is guided downward as the fragile portion 60 is bent by the load input of the drive unit 50. can do.
[0081]
In this manner, the contact surface of the drive unit 50 slides on the receiving portion 36 and the drive unit 50 falls downward, thereby reducing the degree of interference of the drive unit 50 with other vehicle body frame members K2 such as the extension side member 40. As a result, the deformation of the cabin can be prevented or reduced.
[0082]
(Other embodiments)
Further, in the vehicle body front part structure 10c of the fourth embodiment, when the weak part 60 is provided in the inclined part 33a, the drive unit 50 is provided at the front end of the receiving part 36 as shown in the enlarged view of the main part in FIG. It is preferable to provide a circular arc surface 36b that generates a downward component force in the receiving portion 36 due to interference of the rear side surface.
[0083]
In this case, when the drive unit 50 interferes with the circular arc surface 36b of the receiving portion 36, the portion of the inclined portion 33a in front of the fragile portion 60 can be more reliably bent and deformed.
[0084]
15, 16, and 17 are enlarged views of main portions showing other embodiments of the receiving portion 36. When the driving unit 50 interferes with the front end of the receiving portion 36, the driving unit 50 is shown. Pressure receiving surface portions 70, 71, 72 are provided to increase the load transmission efficiency from.
[0085]
The pressure receiving surface portion 70 shown in FIG. 15 is formed as an inclined surface that increases the area of interference with the drive unit 50, and the drive unit 50 that moves backward can interfere with the inclined surface 70 with a large contact area. The force is increased, and the load transmission efficiency from the drive unit 50 to the receiving portion 36 can be improved.
[0086]
Further, the pressure receiving surface portion 71 shown in FIG. 16 is formed as a concave portion along the corner shape of the driving unit 50 that interferes with the receiving portion 36, and when the driving unit 50 interferes with the concave portion 71, Since the corner portion can be received in the engaged state by the recess 71, the load transmission efficiency from the drive unit 50 to the receiving portion 36 can be improved.
[0087]
Further, the pressure receiving surface portion 72 shown in FIG. 17 is formed as an uneven surface inclined stepwise, and when the drive unit 50 interferes with the receiving portion 36, the load transmission efficiency is increased by a large frictional resistance force generated between them. Can be improved.
[0088]
The pressure receiving surface portion is not limited to the inclined surface 70, the recessed portion 71, and the uneven surface 72, and may be any structure that can increase the load transmission efficiency.
[0089]
By the way, although this invention was demonstrated taking the said each embodiment as an example, other embodiment can be taken in the range which does not deviate from the summary of this invention besides these each embodiment.
[Brief description of the drawings]
FIG. 1 is an external perspective view of an automobile targeted by the present invention.
FIG. 2 is a perspective view of a main part showing one side in a vehicle width direction of a vehicle body skeleton member at a front portion of the vehicle body in the first embodiment of the present invention.
FIG. 3 is a plan view showing a vehicle body skeleton member in the front portion of the vehicle body in the first embodiment of the present invention.
FIG. 4 is a plan view showing a vehicle body skeleton member at the front of the vehicle body at the time of a frontal collision in the first embodiment of the present invention.
FIG. 5 is a side view showing a vehicle body skeleton member at the front portion of the vehicle body in the first embodiment of the present invention.
FIG. 6 is a side view showing a vehicle body skeleton member at the front of the vehicle body at the time of a frontal collision in the first embodiment of the present invention.
FIG. 7 is a side view showing a vehicle body skeleton member at the front of a vehicle body in a second embodiment of the present invention.
FIG. 8 is a side view showing a vehicle body skeleton member at the front of the vehicle body at the time of a frontal collision in the second embodiment of the present invention.
FIG. 9 is a side view showing a vehicle body skeleton member at the front of a vehicle body in a third embodiment of the present invention.
FIG. 10 is a side view showing a vehicle body skeleton member at the front of the vehicle body at the time of a frontal collision in the third embodiment of the present invention.
FIG. 11 is a side view showing a vehicle body skeleton member at a vehicle body front portion according to a fourth embodiment of the present invention.
FIG. 12 is a side view of a vehicle body skeleton member showing an intermediate stage of load input at the time of a frontal collision in the fourth embodiment of the present invention.
FIG. 13 is a side view of a vehicle body skeleton member showing a next stage of load input at the time of a frontal collision in the fourth embodiment of the present invention.
FIG. 14 is an enlarged view of a main part showing another embodiment in which an arc surface is provided in the receiving part of the vehicle body front structure according to the present invention.
FIG. 15 is an enlarged view of a main part showing another embodiment in which an inclined surface is provided in the receiving part of the vehicle body front part structure of the present invention.
FIG. 16 is an enlarged view of a main part showing another embodiment in which a recess is provided in the receiving part of the vehicle body front part structure of the present invention.
FIG. 17 is an enlarged view of a main part showing another embodiment in which an uneven surface is provided in the receiving part of the vehicle body front structure according to the present invention.
[Explanation of symbols]
10, 10a, 10b, 10c Car body front structure
20 Front side member
30 subframes
31 Side frame member
33 Rear cross member (cross member)
33a Inclined part
34 Connecting part
35 Extension
36 Receiver
36a plane part
40 Extension side member
41 Side sill
50 Drive unit
60 Vulnerable parts
70 Inclined surface (pressure-receiving surface)
71 Concavity (pressure-receiving surface)
72 Uneven surface (pressure-receiving surface)
K1 Bodywork frame
K2 Other body frame members
P1 1st mounting location
P2 Second mounting location
P3 Third mounting location

Claims

A front side member that extends in the vehicle front-rear direction on both sides in the vehicle width direction at the front of the vehicle body, and the rear side is continuous with other vehicle body frame members;
A pair of left and right side frame members extending in the vehicle front-rear direction, and a cross member that connects rear end portions of these side frame members in the vehicle width direction, disposed below the front side member, A subframe attached to a vehicle body skeleton member including a member;
In a vehicle body front structure comprising a drive unit mounted on the side frame member at a front position of the cross member,
Both side portions in the vehicle width direction of the cross member are inclined portions that are inclined forward of the vehicle from the connecting portion with the side frame member toward the vehicle width direction central portion, and at least a joining portion that connects these inclined portions. A vehicle body front structure characterized in that a part of the vehicle body protrudes to a position in the vicinity of the rear side of the drive unit via the inclined portion and receives the drive unit that moves backward by a collision load from the front.

The other body skeleton member is an extension side member extending rearward from the rear end of each front side member,
Side sills arranged on the outside in the vehicle width direction of these extension side members and extending in the vehicle front-rear direction,
An outrigger that connects the extension side member and the side sill adjacent to each other on the same side in the vehicle width direction,
A connecting portion between the side frame member and the cross member is used as a first attachment portion that is attached to the extension side member, and an extending portion that protrudes outward in the vehicle width direction and obliquely rearward of the vehicle from the connecting portion. Provide a second attachment location where the rear end of this extension is attached to the side sill,
2. The vehicle body according to claim 1, wherein the receiving portion is disposed in the vicinity of an intersection of respective extension lines connecting the first attachment location and the second attachment location provided on both sides in the vehicle width direction. Front structure.

The vehicle body front part structure according to claim 2, wherein a height of the receiving portion is set to be substantially the same as a height of a connecting portion with respect to the extension side member and the side sill.

The vehicle body front structure according to claim 2, wherein a height of the receiving portion is set higher than a height of a connecting portion with respect to the extension side member and the side sill.

The vehicle body front part structure according to claim 2, wherein the height of the receiving part is set lower than the height of the connecting part to the extension side member and the side sill.

The front end portion of the subframe is a third attachment location that is attached to the front end portion of the front side member, and the drive unit is mounted on the side frame member between the third attachment location and the first attachment location, The vehicle body front portion according to any one of claims 2 to 5, wherein a drive unit mounting portion of the side frame member is set below a straight line connecting the first attachment location and the third attachment location. Construction.

The rigidity of the base portion of the inclined portion of the cross member connected to the side frame member is set according to the moment that acts when the load of the drive unit that moves backward acts on the receiving portion, and is attached to the vehicle body skeleton member The rigidity of the rear end portion of the side frame member is set according to a moment that acts when a collision load acts on the front end portion of the side frame member. Body front structure.

The vehicle body front part structure according to any one of claims 1 to 7, wherein a flat part perpendicular to a vehicle longitudinal direction is provided at a front end of the receiving part.

The pressure receiving surface portion that increases load transmission efficiency from the driving unit when the driving unit interferes with the receiving portion is provided at the front end of the receiving portion. Vehicle body front structure as described.

The vehicle body front according to any one of claims 1 to 9, wherein a rigidity reduction portion that induces downward bending deformation when an input load from the drive unit is a predetermined value or more is provided in the inclined portion. Part structure.