JP4692781B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front portion structure, and more particularly to a vehicle body front structure that can improve safety when a vehicle central portion in the vehicle width direction collides with a pole-shaped obstacle.

  The front part of the vehicle body generally employs a structure in which the left and right ends of the bumper reinforcement extending in the vehicle width direction at the front end of the vehicle body are connected to the front ends of a pair of left and right front side frames via a crash can. A structure that functions the left and right front side frames as a main shock absorbing member in the case of a frontal collision is employed.

  The impact safety performance test for frontal collisions is conducted in two ways. The first aspect is a full wrap frontal collision and the second aspect is an offset frontal collision. In the full-wrap frontal collision test, the vehicle is made to collide with a concrete barrier at a predetermined speed. In the offset frontal collision test, one side of the vehicle (overlap ratio 40%) is subjected to frontal collision with a honeycomb-shaped barrier.

  In fact, automobile manufacturers have established in-house standards for frontal collisions with the above-mentioned full-wrap collision tests and offset collision tests in mind, and are developing vehicles that meet the company standards.

  There are various aspects in an actual frontal collision. One of them is a case where the vehicle collides with a power pole or a road sign post installed on the side of the road. When a frontal collision occurs on the side of the vehicle against this pole-shaped obstacle, the impact can be absorbed by one of the front side frames as in the offset frontal collision test described above. However, if the center of the vehicle in the vehicle width direction collides with a pole-shaped obstacle, the bumper reinforcement is generally not designed to have the strength to catch it. As a result, the left and right front side frames do not function, and there is a risk that large damage will occur.

  Patent Document 1 discloses an impact load distribution device using a tension maintaining mechanism incorporating a compression spring and a wire. In this impact load distribution device, a wire is stretched left and right along a bumper reinforcement, and the wire is guided rearward through the brackets of the left and right front side frames, and between the left and right ends of the wire. A configuration is adopted in which a tension maintaining mechanism is interposed and a central portion in the vehicle width direction of the bumper reinforcement is connected to the wire. According to this configuration, the load at the time of the frontal collision is input to the wire from the central portion of the pamper reinforcement together with the left and right front side frames.

JP 2005-262951 A

  As described in Patent Document 1, the invention of the above Patent Document 1 is intended to efficiently distribute load and absorb energy against a frontal collision of a vehicle, but maintains tension using a compression spring. Considering the structure in which the mechanism is arranged, it is considered effective at the time of a so-called light collision at a vehicle speed of 10 Km / h or less.

  The object of the present invention is to distribute the collision load to the left and right front side frames when the center part in the vehicle width direction collides with an obstacle that does not have a spread in the vehicle width direction like a pole with respect to the front collision, and the power An object of the present invention is to provide a vehicle body front part structure capable of suppressing the retreat of a plant.

According to the present invention, the above technical problem is
A flexible tension member that engages with a power plant mounted in the engine room and extends from the power plant to the left and right and forward,
Each of the left and right front ends of the flexible tension member is fastened to a long bolt that penetrates the front end portions of the left and right front side frames having a closed cross-sectional structure extending in the longitudinal direction of the vehicle body in the engine room. This is accomplished by providing a featured vehicle front structure.

  That is, in the present invention, the first feature is that the front ends of the flexible tension members that are engaged with the power plant, extend left and right from the power plant, and extend forward are respectively fastened to the left and right front side frames. As a result, when the front part collides with an obstacle that does not have a large width in the vehicle width direction, such as a pole, the pole penetrates into the engine room. When the power plant retreats due to interference with the power plant, the collision load can be distributed to the left and right front side frames via tension members (wires are typical examples). It is possible to exert the impact absorbing function. Moreover, since it is suppressed that a power plant reverse | retreats excessively with a tension | tensile_strength material, it can suppress that a power plant penetrate | invades into a vehicle interior. Furthermore, by adding a flexible tension material such as a wire, a frontal collision in which the central portion in the vehicle width direction collides with an obstacle such as a pole P without greatly changing the basic structure of the existing vehicle body. Safety can be improved.

  The present invention has a second feature in that the front end of the tension member is fastened to a long bolt that penetrates the front end portions of the left and right front side frames having a closed cross-sectional structure. As a result, the collision load transmitted to the front side frame by the tension material can be distributed to the opposing parts of the front side frame of the closed section structure, so that the front end of the front side frame is not destroyed locally. It is possible to absorb the impact by generating the original crushing phenomenon of the side frame.

  The meaning of “front end of the front side frame” in the present invention means that the front side of the power plant and the front side frame can be sufficiently crushed in the axial direction when a frontal collision (full overlap collision, offset collision) occurs. Needless to say, this means the front position, and is not necessarily limited to the vicinity of the front end of the front side frame.

The present invention also has the following third feature. That is,
The flexible tension material is composed of a linear upper tension material and a linear lower tension material which are spaced apart from each other up and down,
The long bolt is vertically disposed through the front side frame;
A front end of the upper tension member is connected to a portion of the long bolt protruding upward from the upper surface of the front side frame;
A front end of the lower tension member is connected to a portion of the long bolt that protrudes downward from the lower surface of the front side frame.

According to this third feature, the present invention provides a power plant that is preferably used by an upper tension material and a lower tension material separated vertically when the pole enters the engine room and interferes with the power plant due to a frontal collision. No behavior, in particular, a rotating operation in which a power plant including a horizontally mounted engine falls backward can be suppressed. Of course, the central part of the vehicle width direction is a pole by adding an upper tension material and a lower tension material without requiring a major change in the basic structure that absorbs the collision energy for full-wrap frontal collision and offset frontal collision. Even when the vehicle collides with an obstacle such as this, the collision load is distributed to the left and right front side frames, so that the collision energy absorbing function of the front side frame can be exhibited.

In a preferred embodiment of the present invention,
An annular terminal portion is provided at the front ends of the upper and lower tension members, and the long bolt is inserted into the annular terminal. As a method for processing a wire end, a socket stop, a grip stop, an ice price, a single lock, a toyo lock, and the like are known, and a single lock is a typical example of a preferable annular end portion in an embodiment of the present invention. it can. Since this single lock does not have a side protruding member, the front end of the tension member can be securely moved to the front in a manner that does not interfere with the surroundings by inserting a long bolt through the eye of the single lock. Can be fastened to the side frame.

In a preferred embodiment of the present invention,
Sub-frames extending in the vehicle width direction are provided below the front end portions of the left and right front side frames, and the respective end portions in the vehicle width direction of the sub frames are fastened to the front side frames by the long bolts. According to this embodiment, the front end of the tension member can be fastened to the front side frame by using the long bolt that fastens the sub-frame extending in the vehicle width direction to the left and right front side frames, and the collision load is applied to the front side frame. In addition, it can be accurately distributed to subframes.

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

First Example (FIGS. 1 to 6) :
Referring to FIGS. 1 and 2, reference numeral 1 denotes a dash panel, and a vehicle compartment 2 and an engine room 3 are partitioned by the dash panel 1. The vehicle compartment 2 is provided with an instrument panel 4, a brake pedal 5, an accelerator pedal, and the like. Reference numeral 6 denotes a front window.

  FIG. 1 is a view of the engine room 3 obliquely from the front, and FIG. 2 is a view of the engine room 3 viewed from the side. In the lower region of the engine room 3, left and right front side frames 10 extending in the longitudinal direction of the vehicle body over the entire region of the engine room 3 are disposed. The front side frame 10 has a rectangular closed cross-sectional structure. is doing. As is known, bumper reinforcements 12 extending in the vehicle width direction are connected to the front ends of the left and right front side frames 10 via a crash can 14. In FIG. 1, the engine room 3 is drawn without the bumper reinforcement 12 and the crash can 14. A sub-frame 16 positioned below the front side frame 10 is further disposed in the lower region of the engine room 3. Reference numeral 18 denotes a front wheel.

  The engine 20 is a water-cooled in-line four-cylinder engine and is mounted in the engine room 3 with the engine output shaft directed in the vehicle width direction (FIG. 1). That is, the engine 20 is a horizontal reciprocating engine. A transaxle 22 is connected to the rear end of the engine 20, the engine 20 and the transaxle 22 are arranged side by side in the vehicle width direction, and the engine output is It is distributed to the left and right front wheels 18 via a differential gear 24 built in the transaxle 22. This automobile is a front-wheel drive type vehicle, but the present invention can also be applied to a four-wheel drive type vehicle.

  The engine 20 is a water-cooled four-cylinder engine, and the cooling water of the engine 20 is cooled by a radiator (not shown) fixed to the shroud panel 26 between the front end portions of the front side frame 10.

  The horizontally placed engine 20 is sucked from the front surface 20a and exhausted from the rear surface 20b. That is, the engine 20 employs the front intake and rear exhaust types (FIG. 2), and the cylinder head 28 of the engine 20 has an intake pipe 30 connected to the front surface and an exhaust pipe 32 connected to the rear surface. Yes.

  The sub-frame 16 includes front and rear portions 16a and 16b extending in the vehicle width direction between front and rear ends of the left and right front side frames 10, and left and right side portions 16c extending along the front side frames 10. And a perimeter frame having a substantially rectangular shape in plan view.

  Referring to FIG. 2, a perimeter frame bracket 34 extending downward is provided at the front ends of the left and right front side frames 10, and a subframe 16 is attached to a long bolt 36 ( 1 and 3).

  The power plant 40 including the engine 20 and the transaxle 22 includes a first mount member 44 between the rear portion 16b of the subframe 16 and the lower surface of the case 42 of the differential gear 24, an upper surface of one front side frame 10, and a cylinder. Mounted in the engine room 3 with a second mount member 48 between the block 46 and a third mount member 52 between the upper surface of the other front side frame 10 and the upper surface of the transmission case 50 of the transaxle 22. Yes.

  The power plant 40 is locked to the front end portions of the left and right front side frames 10 by two sets of wires 60 and 62 that are spaced apart from each other. The upper wire 60 and the lower wire 62 are both in this embodiment. It consists of a single wire. The upper wire 60 passes between the cylinder block 46 of the engine 20, that is, the crankcase 64 and the cylinder head 28, and extends forward. The left and right front ends of the upper wire 60 penetrate the left and right front side frames 10 up and down. Fastened to the upper end of the extending long bolt 36.

  The lower wire 62 extends forward through the crankcase 54, the differential gear case 42, and the transmission case 50, and the front end of the lower wire 62 is fastened to the lower ends of the left and right long bolts 36. That is, the front ends of the upper and lower wires 60 and 62 are fastened to the front end portion of the front side frame 10 by using the long bolts 36 for fastening the sub frame 16 to the left and right front side frames 10. Here, preferably, the front end portion of the front side frame 10 is reinforced by reinforcement.

  FIG. 3 is a detailed view of a specific example in which the front ends of the upper and lower wires 60 and 62 are fastened to the front side frame 10. The front side frame 10 includes an outer 10a and an inner 10b having a vertically long closed cross-sectional structure, and a U-shaped reinforcement 10c is attached to the inside of the closed cross-sectional structure. Bolt insertion holes 70 are formed in the upper and lower walls 10 and the reinforcement 10 c attached thereto, and the long bolts 36 are inserted into the bolt insertion holes 70. Further, as described above, the bracket 34 extending downward is welded to the front end portion of the front side frame 10, and the sub-frame 16 is disposed on the lower end surface of the bracket 34. A long bolt 36 for fastening to the side frame 10 extends vertically.

  The long bolt 36 has a bolt head 36a and two first and second male screw portions 36b and 36c at the lower end. On the other hand, a bolt insertion hole penetrating vertically is formed in the front side frame 10, and a female screw portion 34 a into which the first screw portion 36 b of the long bolt 36 is screwed is formed in the bracket 34. On the other hand, a mounting member 74 having a rubber bush 72 is fixed to the subframe 16, and the mounting member 74 has a central sleeve 76 that extends vertically.

  As can be seen from FIG. 3, the front ends of the upper wire 60 and the lower wire 62 both have a single lock 80 end, and a long bolt 36 is inserted into the eye 80a of the single lock 80 so that a large-diameter washer 77 is interposed. In this state, the upper wire 60 and the lower wire 62 are fastened to the left and right front side frames 10 by screwing the nut 78 to the long bolt 36. Here, the front end of the upper wire 60 is disposed on the upper surface of the front side frame 10, and the front end of the lower wire 62 is disposed between the bracket 34 and the subframe 16.

  When a collision load is input to the front side frame 10 from the upper and lower wires 60, 62, the portion where the collision load is input to the front side frame 10 is reinforced by the reinforcement 10c. Thus, the collision load is input to the front side frame 10 while the collision load is dispersed on three of the four sides of the closed cross-sectional rectangle of the front side frame 10. Therefore, the front side frame 10 is effectively crushed by the input of the collision load through the long bolt 36, and thereby the impact absorbing function inherently possessed by the front side frame 10 can be exhibited. In addition, a collision load is input from the upper and lower wires 60 and 62 via the long bolt 36 penetrating vertically with respect to the front side frame 10 having a vertically long rectangular closed cross-sectional structure. In other words, the long bolt 36 Since the bolt insertion hole 70 and the corner of the front side frame 10 are close to each other as compared with the case where the front side frame 10 is penetrated in the horizontal direction (horizontal direction), the vicinity of the bolt insertion hole 70 is torn. The possibility of inducing such a problem can be reduced, and the collision load can be accurately transmitted from the long bolt 36 to the front side frame 10.

  As shown in FIG. 4, the wiring of the upper wire 60 and the lower wire 62 is positioned by the guide member 82. The guide member 82 has two walls 82a, and the upper wires 60 and 62 are positioned between the two walls 82a. However, the guide member 82 may be a molded product in which the main body 82b and the wall 82a are integrally molded, As shown in FIG. 5, the main body 82b and the wall 82a may be separate items. The guide member 82 is fastened to the power plant 40 using bolts 84. The guide member 82 is preferably covered with a cap 86 (FIG. 6) after the upper wire 60 and the lower wire 62 are installed. Thereby, it is possible to prevent the upper and lower wires 60 and 62 from being detached from the guide member 82 as the power plant 40 operates.

  The upper wire 60 extends over the upper end portion of the cylinder block 46 of the engine 20, and one end portion extends forward along the front end surface of the engine 20, that is, the end surface opposite to the transaxle 22. The portion extends forward through the transaxle 22, and the left and right tip portions of the upper wire 60 are connected to the front end portions of the left and right front side frames 10. As can be seen from FIG. 2, the upper wire 60 is positioned substantially parallel to the axis of the front side frame 10. Here, the meaning of “parallel” has the technical meaning that the collision load from the upper wire 60 is input in the direction of collapse in the design of the front side frame, and therefore the design of the front side frame 10. Please understand the meaning of “parallel” within the range in which the collision load is input in the upper crushing direction. In other words, the meaning of “parallel” should not be interpreted as being limited to the geometrical meaning. Some of the front side frames also have a front side frame whose axis is a gentle curve when viewed from the side, but in this case, the collision of the front side frame in the efficient crushing direction of the front side frame increases the amount of energy absorption. A mode in which the extending direction of the upper wire 60 that is sometimes strained substantially coincides in a side view is included in the “parallel” of the present invention.

  The lower wire 62 extends over the transaxle 22 and the crankcase 64 and extends forward, and the left and right ends thereof are fixed between the bracket 34 at the front end portion of the front side frame 10 and the sub frame 16. The lower wire 62 is positioned so as to pass through a lower region than the engine output shaft 20c (FIG. 2).

  In a frontal collision, a bump or the like collides with the central portion of the bumper reinforcement 12 in the vehicle width direction, the bumper reinforcement 12 bends in the central portion of the vehicle width direction, and enters the engine room 3 to enter the power plant 40. When the interference occurs, the collision load can be distributed to the front end portion of the front side frame 10 by the upper and lower wires 60 and 62. The front side frame 10 has the function of mitigating the impact of a frontal collision, which is the same as the conventional one. Therefore, the front side frame 10 can also be used for a frontal collision where the central part in the vehicle width direction collides with a pole or the like. The collision energy can be absorbed by the frame 10.

  In addition, when the wires 60 and 62 fixed to the front end portion of the front side frame 10 are passed over the power plant 40, the retreat of the power plant 40 can be suppressed by the wires 60 and 62.

  Of course, the central part of the vehicle width direction is a pole only by adding the upper wire 60 and the lower wire 62 without requiring a large change in the basic structure for absorbing the collision energy for the full-wrap frontal collision and the offset frontal collision. Even when the vehicle collides with an obstacle such as the above, collision energy can be absorbed by the basic structure.

  By receiving the retreating power plant 40 by the upper wire 60 and the lower wire 62 that are separated from each other in the vertical direction, the rotation of the power plant 40 can be suppressed in a side view. A collision load can be input to the side frame 10 at an early stage.

  In addition, since the upper wire 60 and the lower wire 62 are fastened to the front side frame 10 using the long bolts 36 that penetrate the front side frame 10 up and down and fasten the subframe 16, the upper wire 60 and the lower wire It is not necessary to separately prepare a member for fixing the front end of the wire 62 to the front side frame 10, and the collision load can be distributed not only to the front side frame 10 but also to the subframe 16.

  Further, by adopting a structure in which the wires 60 and 62 are fixed to the front side frame 10 by a member (long bolt 36) penetrating the front side frame 10 having a closed section structure, a collision load input from the wires 60 and 62 is reduced. It is possible to disperse the front side frames 10 on the mutually opposing surfaces, and to suppress local deformation of the front side frames 10 and unexpected deformation of the front end portions of the front side frames 10 due to inputs from the wires 60 and 62. Thus, the collision energy absorbing function accompanied by the original deformation of the front side frame 10 can be exhibited.

  Further, the lower wire 62 is positioned below the engine output shaft 20c by fastening the front end of the lower wire 62 between the bracket 34 and the subframe 16 extending from below from the front end portion of the front side frame 10. It is easy, and the lower wire 62 can be disposed substantially parallel to the axis of the front side frame 10. Thereby, the force direction of the collision load from the lower wire 62 to the front side frame 10 can be made substantially parallel to the front side frame frame 10, in other words, the component force of the collision load acts on the front side frame 10 and the front side frame 10 Unexpected deformation of the frame 10 can be suppressed, and thereby, a collision energy absorbing function accompanied with the original deformation of the front side frame 10 can be exhibited.

  Of course, since the input direction to the front side frame 10 is parallel to the front side frame frame 10 by passing the upper wire 60 over the upper end portion of the cylinder block 46, the collision energy accompanying the original deformation of the front side frame 10 is achieved. Absorption function can be exhibited.

  In addition, since the front ends of the upper and lower wires 60 and 62 have a single lock 80 terminal that does not have a side projecting member, the ends of the wires 60 and 62 interfere with the front side frame 10. There is no fear.

  The same applies to the other embodiments described below, but it is not essential to prepare the upper wire 60 and the lower wire 62. Only at least one of the wires 60 (62) may be provided.

Second Example (FIGS. 7 to 12) :
The same reference numerals are given to the same elements as those included in the first embodiment, and the description thereof will be omitted, and the characteristic part of the second embodiment will be described below.

  The upper wire 60 is composed of first and second divided upper wires 90 and 92, and rear ends thereof are connected to the second and third mount members 48 and 52, and the second and third mounts. It is connected to the power plant 40 via members 48 and 52. Needless to say, the second and third mounting members 48 and 52 are strength members that are directly related to the power plant 40. Therefore, the power plant related to the flexible tension material according to the present invention is the second, It should be understood as including third mount members 48, 52.

  As best seen in FIG. 9 when the engine room is viewed from below, the lower wire 62 is composed of first and second divided lower wires 94 and 96. The first and second divided wires The lower wires 94 and 96 extend through the lower surface of the power plant 40. The rear ends of the first and second divided lower wires 94 and 96 are connected to the first mount member 44, and are connected to the power plant 40 via the first mount member 44. Needless to say, the first mount member 44 is a strength member directly related to the power plant 40, and therefore the power plant related to the flexible tension material according to the present invention includes the first mount member 44. Should be understood as

  10 to 12 are detailed views of the first mount member 44. The first mount member 44 has a sleeve 100 at the tip of a swingable arm 98 extending forward from the rear portion 16 b of the subframe arm member 16, and this sleeve 100 is connected to the shaft portion 104 via a rubber 102. The shaft portion 104 is rotatably attached to a bracket 106 connected to the power plant 40 by a combination of a bolt 108 and a nut 110. The rear ends of the first and second divided lower wires 94 and 96 both have terminals of a single lock 80, and the bolt 108 is inserted into the eye 80a (FIG. 11) of the single lock 80, thereby The rear ends of the first and second divided lower wires 94 and 96 are connected to the power plant 40 via the first mount member 44. In a preferred embodiment, as best seen in FIG. 11, the rear end of one split lower wire 94 is disposed adjacent to the bolt head 108a and the rear end of the other split lower wire 96 is adjacent to the nut 110. It is good to arrange.

  As in the second embodiment, the lower wire 62 is deployed so as to spread forward from the first mount member 44 in a V shape and is routed along the lower surface of the power plant 40, so that the retreating power In addition to receiving the backward movement of the plant 40, the rotation of the power plant 40 can be suppressed in a side view, thereby preventing a delay in the input of the collision load to the left and right front side frames 10 by the lower wire 62. it can.

  In the second embodiment, both the upper wire 60 and the lower wire 62 are constituted by two divided wires. However, one of the upper wire 60 and the lower wire 62 is constituted by two divided wires, and the other is constituted by two wires. You may make it the same structure as 1st Example.

Third Example (FIGS. 13 to 15) :
In the third embodiment, the upper wire 60 is formed of a single wire as in the first embodiment, and the lower wire 62 is formed of the first and second divided lower wires 94 as in the second embodiment. 96.

  This third embodiment is the same as the second embodiment in that the rear ends of the two divided lower wires 94 and 96 are locked to the first mount member 44. However, the first and second divided lower wires 94, 96 is not routed along the lower surface of the power plant 40, but is routed along the side surface of the power plant 40 (FIG. 14), so that the lower wire 62 is connected to the axis of the left and right front side frames 10. As much as possible, they are parallel.

  As a modified example, as shown in FIG. 15, the lower wire 62 is formed of a single wire as in the first embodiment, and the lower wire 62 is parallel to the axis of the left and right front side frames 10. Of course, it may be arranged.

Fourth Example (FIGS. 16 to 18) :
In the fourth embodiment, an example in which the upper wire 60 and the lower wire 62 are constituted by two wires as in the second embodiment is shown. Of the upper divided wires 90 and 92, one of the engines 20 is shown. An example in which the rear end of the upper split wire 90 engaged with the second mount member 48 for attaching the end surface to the front side frame 10 is connected to the upper end of the second mount member 48 is shown. It should be noted that the use of two split wires for the lower wire 62 is merely an example, and it goes without saying that any one of the first to third methods may be adopted for the lower wire 62.

  Referring to FIGS. 16 and 17, the second mounting member 48 installed on the upper surface of the front side frame 10 is vertically provided with a horizontal bracket 114 that is bolted to the protrusion on the end surface of the engine 20 and extends outward. The engine 20 is mounted on the front side frame 10 by fixing using bolts 116.

  The rear end of the first upper dividing wire 90 has a single lock 80 terminal. The single lock 80 is placed on the horizontal bracket 114 and fixed to the second mount member 48 by a vertical bolt 116.

Example 5 (FIGS. 19 and 20) :
In the fifth embodiment, as in the fourth embodiment, the upper wire 60 and the lower wire 62 are configured by two wires as in the second embodiment. 90 and 92, an example in which the rear end of the second split upper wire 92 on the transaxle 22 side is fixed to the transaxle 22 in connection with the mounting of the bracket 120 of the third mount 52 is shown. Therefore, the other upper dividing wire 90 and the lower wire 62 are arbitrary, and it goes without saying that any method disclosed in the first to fourth embodiments can be adopted.

  FIG. 20 shows that the rear end of the second split upper wire 92 is fixed using the bolt 124 for fixing the bracket 120 to the seat 122 on the upper surface of the transmission case 50 of the transaxle 22 with respect to the third mount member 52. An example is disclosed. The rear end of the second split upper wire 92 has a single lock 80 end, and after inserting the bolt 124 through the eye 80a of the single lock 80, the bracket 120 is fastened to the seat 122 of the transaxle 22, thereby The rear end of the split upper wire 92 is locked to the transaxle 22.

It is the figure which looked at the engine room from diagonally upward regarding 1st Example. It is the figure which looked at the engine room from the side regarding 1st Example. FIG. 5 is a perspective view for explaining an example in which the front end of the wire is provided with a single-lock end and the front end of the wire is fixed to the front side frame using a long bolt that fastens the subframe to the front side frame. is there. It is the figure which looked at the power plant from back in order to demonstrate the guide member used in order to wire an upper wire and a lower wire regarding 1st Example. It is a figure for demonstrating an example of a guide member regarding 1st Example. It is a figure for demonstrating the other example of a guide member regarding 1st Example. It is the figure which looked at the engine room from upper direction regarding 2nd Example. It is the figure which looked at the engine room from the side regarding 2nd Example. It is the figure which looked at the engine room from the downward direction regarding 2nd Example. It is a figure for demonstrating the example which latches a lower wire to the 1st mounting member for mounting the rear part of a power plant to a sub-frame regarding 2nd Example. It is a figure which shows an example of the fastening method of the rear end of the division | segmentation lower wire with respect to a 1st mount member in relation to FIG. It is a figure which shows an example of the fastening method of the rear end of the division | segmentation lower wire on either side with respect to a 1st mount member in relation to FIG. It is the figure which looked at the engine room from upper direction regarding 3rd Example. It is the figure which looked at the engine from diagonally backward regarding 3rd Example. It is the figure which looked at the engine room from the side in order to demonstrate the modification of 3rd Example. It is the figure which looked at the engine room from the side regarding 4th Example. It is a perspective view for demonstrating the example which connected the rear end of the upper division | segmentation wire regarding 4th Example regarding the 2nd mounting member which mounts the end surface of the horizontal installation engine contained in a power plant to a front side frame. . It is sectional drawing along X18-X18 of FIG. It is the figure which looked at the engine room from diagonally forward regarding 5th Example. With respect to the fifth embodiment, the third mounting member connected to a bracket seated on the upper surface of a transmission case of a transaxle included in a power plant is mounted on the front side frame, and the bracket is fixed to the transmission case. It is a figure for demonstrating the example which fixes the rear end of an upper division | segmentation wire using this volt | bolt.

Explanation of symbols

3 Engine room 10 Front side frame 16 Sub frame (perimeter frame)
20 Engine 22 Transaxle 24 Differential gear 28 Cylinder head 34 Perimeter frame bracket 36 Long bolt 36a Long bolt bolt head 40 Power plant 42 Differential gear case 44 First mount member 46 Cylinder block 48 Second mount member 50 Transmission case 52 Third mount member 60 Upper wire 62 Lower wire 64 Crankcase 80 Single lock 80a Single lock eye

Claims (4)

A flexible tension material that is mounted in an engine room and that engages a power plant including a horizontally installed engine with an engine output shaft disposed in the vehicle width direction and extends forward and left from the power plant. Prepared,
The flexible tension material is composed of a linear upper tension material and a linear lower tension material which are spaced apart from each other up and down,
Each of the left and right front ends of the flexible tension member is fastened to a long bolt that penetrates the front end portions of the left and right front side frames of a closed cross-sectional structure extending in the longitudinal direction of the vehicle body in the engine room,
The long bolt is disposed vertically through the front side frame,
A front end of the upper tension member is connected to a portion of the long bolt protruding upward from the upper surface of the front side frame;
A front structure of a vehicle body, wherein a front end of the lower tension member is connected to a portion of the long bolt that protrudes downward from the lower surface of the front side frame. It has a terminal portion of the annular to the front end of the upper tension member and said lower tension force member, the long bolt terminal portion of the circular ring is inserted, the vehicle body front structure according to claim 1.   A sub-frame extending in a vehicle width direction is provided in a lower region of a front end portion of the left and right front side frames, and each end of the sub frame in the vehicle width direction is fastened to each front side frame by the long bolt. Item 3. The vehicle body front structure according to Item 1 or 2. Has the upper tension member and the terminal portion of the annular to the front end of the lower tension force member, the long bolt circle annular terminal is inserted, the terminal portion of the annular said lower tension member is, the front The vehicle body front part structure according to claim 3, which is disposed between a side frame and the sub frame.

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