JP4794985B2 - Vehicle frame structure - Google Patents

Description

The present invention relates to a vehicle frame structure that can sufficiently ensure the rigidity required for a vehicle and that reduces a rear half speed generated in a vehicle that occurs at the time of a collision.

  Generally, a plurality of panel parts processed into a desired shape by press molding or the like are assembled as a frame in a vehicle body used for a vehicle such as an automobile. This frame is a skeleton of the vehicle body that supports the vehicle weight, power unit, and the like.

  In particular, the front side frame of the front part needs to have sufficient rigidity to support a heavy power unit. Furthermore, since the front side frame supports the suspension cross member connected to the suspension, it greatly contributes to vehicle handling stability, ride comfort, vibration countermeasures, and the like.

Therefore, for example, Patent Document 1 discloses a technique for forming a bead that extends in the axial direction and has a convex shape on the inside as a technique for improving the rigidity of the front side frame. A technique for ensuring a strength balance and setting a buckling strength at the time of a collision by setting the number and depth (height) is disclosed.
Japanese Patent Laid-Open No. 08-108863

  However, with the technique described in Patent Document 1, there is a risk that the deceleration generated during the collision of the vehicle, particularly in the latter half of the collision, becomes high, and it is difficult to sufficiently absorb the collision energy with the front side frame. For this reason, there is a possibility that the power unit that has received the energy due to the collision moves backward and compresses the space in the passenger compartment.

  Therefore, in view of the above circumstances, the present invention provides a vehicle frame structure that sufficiently reduces the rear half speed generated in the frame at the time of a collision and suppresses space pressure in the vehicle interior even when sufficient rigidity is ensured. The purpose is to provide.

The vehicle frame structure of the present invention includes a pair of front side frames disposed on the left and right sides of the power unit at the front portion of the vehicle body, and a vehicle body longitudinal load acting on the power unit in the event of a vehicle collision. Load transmitting means for converting and transmitting to the front side frame, and the load transmitting means is disposed on the front side frame side so as to face the power unit, and when the power unit moves rearward, A contact portion that contacts the power unit, the contact portion including a fixing member pivotally attached to the front side frame and a frame pressure contact portion having a wedge shape capable of being pressed against the front side frame. , The load transmitted when the power unit comes into contact is converted into a load outward in the vehicle width direction, and the front side Characterized by transmitting the frame.

  According to the present invention, there is provided a vehicle frame structure that can sufficiently secure the rigidity required for a vehicle and that sufficiently reduces a post-half speed that occurs in a frame that occurs at the time of a collision, thereby suppressing space compression in the vehicle interior. Can be realized.

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

(First embodiment)
1 to 8 relate to a first embodiment of the present invention, FIG. 1 is an overall perspective view for explaining an outline of a body shell, FIG. 2 is a plan view of a front portion of a vehicle body, and FIG. 3 is a front side view. FIG. 4 is a plan view of the contact portion provided on the power unit and the front side frame as viewed from above the vehicle body, and FIG. 5 is the front view of the vehicle body at 0 mmsec after a front front (full wrap) collision. FIG. 6 is a plan view of the front part of the vehicle body at 30 mmsec after the front (full wrap) collision, and FIG. 7 is a front view of the vehicle body at 60 mmsec after the front (full wrap) collision. FIG. 8 is a GS diagram showing the relationship between the deceleration and the moving amount (displacement of the front side frame front end portion) at the time of a front (full wrap) collision corresponding to FIGS. .

  In FIG. 1, a pair of left and right front side frames 2 extend along the front-rear direction at a front portion of a vehicle body 1. A pair of left and right front pillars 3, a center pillar 5, and a rear pillar 7 are sequentially arranged behind the front side frame 2. Each is connected together. The lower ends of the left and right pillars 3, 5, 7 are integrally connected to each other via left and right side sills 4 disposed in the lower part of the vehicle body 1, and various cross members are installed in the vehicle width direction. Via the front side frame 2. A body shell that forms a vehicle compartment is formed behind the front side frame 2 by connecting the pillars 2, 5, 7, the side sill 4, the roof rail 6, and the like.

  As shown in FIG. 2, a power unit 10 is disposed between the left and right front side frames 2. In the present embodiment, the power unit 10 includes, for example, a so-called vertical power unit in which a horizontally opposed engine 10a and a transmission 10b are integrally disposed in the front-rear direction of the vehicle body 1, and the engine 10a The suspension cross member that is installed between the side frames 2 is supported via a pair of engine mounts (not shown). Here, in the present embodiment, an abutment surface 10c that abuts against a contact portion 8 that is a load transmitting means described later at the time of a vehicle collision is disposed at the rear of each of the left and right banks of the engine 10a.

As shown in FIG. 3, each front side frame 2 has at least two sheet metal members (outer panel 2d and inner panel 2e) formed in a cross-sectional hat shape by press molding or the like, and these panels 2d and 2e are The flanges 2b formed in each are joined by being welded by a plurality of spot welds 2c. In the present embodiment, a reinforcement (not shown) or the like is interposed between the panels 2d and 2e, whereby the rigidity of the front side frame 2 is ensured. At the front part of each front side frame 2, a crash frame part 2a for absorbing by collision the collision energy acting from the front of the vehicle body at the time of a vehicle collision is set. In the present embodiment, the crash frame portion 2a is formed, for example, by forming a plurality of beads (not shown) along the circumferential direction of the front side frame 2 in any part of the outer panel 2d or the inner panel 2e, and only that portion. It is set by lowering the strength locally.

  Further, at the rear of the crash frame portion 2a, each front side frame 2 is provided with a contact portion 8 as a load transmitting means facing the rear portion of the engine 10a. For example, as shown in FIG. 3, the contact portion 8 is made of a hard metal member such as a tensile high-strength steel having a substantially triangular prism shape protruding inward in the vehicle width direction of each front side frame 2. An abutting surface 8a facing the abutting surface 10c so as to be abuttable, a frame press-contact portion 8b capable of being pressed against the front side frame 2 on the rear side of the vehicle with respect to the abutting surface 8a, and upper and lower surfaces of the front side frame 2, respectively. It has two arm portions 8c that extend.

  In the contact portion 8, the arm portion 8 c is rotatably supported by a fixing member 9 such as a bolt with respect to the front side frame 2. Further, the frame press contact portion 8b is set in a wedge shape in which the angle formed by the two side surfaces when viewed from the upper surface of the contact portion 8 is acute.

  In the above configuration, when the vehicle has an offset collision or a frontal collision (full lap collision), the retreating power unit 10 (the contact surface 10c of the engine 10a) contacts the contact surface 8a of the contact portion 8, and the power unit 10 The acting load is transmitted to the contact portion 8. Thereby, the contact portion 8 rotates around the axis of the fixing member 9 and presses the inner side surface of the front side frame 2 through the frame press contact portion 8b. That is, the contact portion 8 converts a load in the front-rear direction of the vehicle body 1 acting on the power unit 10 into a load outward in the vehicle width direction and transmits the load to the front side frame 2. And the middle of the front side frame 2 is bent in the direction of expanding outward by the load on the outer side in the vehicle width direction. Thus, the contact portion 8 functions as a so-called vendor with respect to the front side frame 2 by the load transmitted from the power unit 10 at the time of a vehicle collision.

  More specifically, as shown in FIG. 4, when the vehicle collides, the power unit 10 that has received the collision energy moves in the direction of the arrow A <b> 1 behind the vehicle body 1. The contact portion 8 rotates in the direction of the arrow R1 around the axis of the fixing member 9 when the contact surface 10c of the power unit 10 (engine 10a) contacts the contact surface 8a and receives energy to the rear side. To do.

  Thereby, the frame press-contact part 8b presses the side surface of the front side frame 2 in the arrow A2 direction. Thus, the pressing load of the frame press contact portion 8b is used as a trigger, and the front side frame 2 is bent outwardly in the vehicle width direction by the collision energy acting on the front side frame 2 from the front, and the collision energy is reduced. Absorb.

  More specifically, referring to FIG. 5 to FIG. 8, for example, a deformation state example of the front side frame 2 at the time of a front (full lap) collision (hereinafter sometimes simply referred to as a collision) of a vehicle traveling at a predetermined speed, for example, Description will be made along the time system from 0 mmsec to 60 mmsec. 8 indicates the deceleration-movement amount of the front side frame 2 of the present application, and the broken line indicates the deceleration-movement amount of the front side frame that does not have the contact portion 8.

  As shown in FIGS. 5 and 6, for example, from 0 mmsec after the collision to 30 mmsec after the collision, the crash frame portion 2a of the front side frame 2 is crushed while absorbing the collision energy from the front. The front side frame 2 is provided with a support drag at the rear portion of the crash frame portion 2a so that the crash frame portion 2a can be stably crushed.

  From 0 mmsec to 30 mmsec after the collision, as shown in FIG. 8, the front end portion of the front side frame 2 (the front end of the crash frame portion 2a) moves (displaces) from a movement amount 0 mm to a movement amount S1 along the longitudinal direction of the vehicle body. In the process, the vehicle body generates a maximum deceleration G1 with a movement amount S1 (point P1 in the figure).

  Thereafter, when the crushing of the crash frame part 2a reaches the limit, the power unit 10 receives the collision energy directly from the collision part, the crushing deceleration decreases, and the power unit 10 starts to retreat. At this time, the contact surface 10c of the engine 10a contacts the contact surface 8a of the contact portion 8, and the front side frame 2 is deformed to be bent outward in the vehicle width direction as shown in FIG.

  At 60 mmsec after the collision, as shown in FIG. 8, in the process of moving the tip of the front side frame 2 to the moving amount S2, the vehicle generates a deceleration G2 with the moving amount S2 (point P2 in the figure). . This deceleration G2 is smaller than the deceleration G1 at the movement amount S1 (G2> G1). Thereafter, the deceleration decreases and the vehicle stops.

  That is, the front side frame 2 is given an opportunity to bend outward in the vehicle width direction by the contact portion 8, and can absorb the collision energy from the front by deformation outward. As a result, the front side frame 2 is deformed while efficiently absorbing the collision energy without the rear portion being stretched, and a rapid increase in deceleration applied to the vehicle body 1 in the late stage of the collision can be suppressed. Although the above description refers to the front (full wrap) collision of the vehicle, the same effect can be obtained in the offset collision of the vehicle.

  On the other hand, as shown by a broken line in FIG. 8, in the front side frame without the contact portion 8, the deceleration in the first stage of the collision follows substantially the same trajectory as the front side frame 2 with the contact portion 8, but the collision In the latter period, the front side frame is stretched and the collision energy is not efficiently absorbed, so the decrease speed G3 at the movement amount S2 exceeds the decrease speed G1 at the movement amount S1. As a result, the amount of movement of the power unit 10 that has received the collision energy moves toward the rear passenger compartment, which increases the amount of space in the passenger compartment.

  As described above, the vehicle frame structure of the present embodiment efficiently absorbs collision energy while sufficiently suppressing the rapid increase in deceleration occurring in the latter half of the collision by providing the contact portion 8 on the front side frame 2. And space pressure in the passenger compartment can be suppressed.

  In particular, even when the rigidity of the front side frame 2 is set to be high, the rear portion is easily deformed by the contact portion 8 at the time of collision and can absorb the collision energy, so that a high level of handling stability, ride comfort, and vibration are achieved. It is possible to achieve both performance and securing an accurate interior space at the time of a collision.

  Further, the contact portion 8 is rotatably supported by the front side frame 2 by the fixing member 9 and the frame pressure contact portion 8b is set to have an acute wedge shape, so that the power unit 10 inputs the contact portion 8 at the time of collision. A load can be efficiently transmitted to the front side frame 2, and the front side frame 2 can be bent reliably.

  The vehicle frame structure of the present embodiment described above may be configured as shown in FIGS. 9 to 18 by modifying or changing the contact portion 8 provided on the front side frame 2. 9 is a plan view in which the contact portion and the power unit provided in the front side frame according to the first modification are partially viewed from above the vehicle body, and FIG. 10 is a front side frame according to the second modification. FIG. 11 is a perspective view showing a contact portion provided on a front side frame according to a third modification, and FIG. 12 shows a fourth modification. FIG. 13 is a perspective view showing a contact portion provided in the front side frame according to the fifth modification, and FIG. 14 is a front side frame according to the sixth modification. FIG. 15 and FIG. 16 are perspective views showing contact portions provided integrally with a cross member according to a seventh modification, and FIG. Perspective view of a contact portion provided at the front side frame according to a modification of FIG. 18 is a perspective view showing a contact portion provided at the front side frame according to a modification of the ninth.

  As shown in FIG. 9, in the vehicle frame structure according to the first modification, the contact surface 10 c of the engine 10 a and the contact surface 8 a of the contact portion 8 provided on the front side frame 2 include a catcher structure and The ridge-shaped irregularities 10d and 8d are respectively formed. Thereby, the contact surface 10c and the contact surface 8a are reliably engaged by the unevenness 10d and 8d at the time of a collision. Therefore, the contact unit 8 can be reliably interfered by the power unit 10 to which the collision energy is applied, and the trigger for deforming the front side frame 2 in the outward direction to absorb the collision energy generated at the time of the collision can be surely given. it can.

  As shown in FIG. 10, in the vehicle frame structure according to the second modification, the front side frame 2 is connected to the front side frame 2 and the rear end portion of the engine 10 a instead of the contact portion 8. A connection wire 12 is provided as load transmitting means. The connection position of the connection wire 12 with the front side frame 2 is set in front of the connection position with the power unit 10.

As a result, when the power unit 10 to which collision energy is applied moves rearward, the connecting wire 12 pulls the front side frame 2 inward in the vehicle width direction and triggers deformation of the front side frame 2 in the lateral direction. Give. In other words, in the present modification, the connection wire 12 converts the load in the front-rear direction of the vehicle body 1 acting on the power unit 10 in the event of a vehicle collision into a load on the inner side in the vehicle width direction and transmits it to the front side frame 2 as shown in FIG. In the vehicle frame structure according to the third modification, the contact portion 13 as the load transmitting means includes a contact surface 13a that contacts the contact surface 10c of the power unit 10 (engine 10a) at the time of a collision, spot welding, and the like. Joined to the side surface of the front side frame 2 on the side of the power unit 10 by the welded portion 14b joined to the upper and lower surfaces of the front side frame 2 by the welded portion 14a and the welded portion 14b such as spot welding provided on the edge of the contact surface 13a. Flange 13c. That is, the contact portion 13 is a member formed by pressing a sheet metal part into a substantially U shape by press molding or the like, and is joined integrally with the front side frame 2.
Thereby, the contact part 13 can be comprised by sheet metal parts at low cost.

As shown in FIG. 12, in the fourth modified example, the contact portion 15 as the load transmitting means is integrally formed with the front side frame 2. More specifically, the contact portion 15 is integrally projected and formed on the inner side surface (that is, the inner panel 2e) of the front side frame 2 on the power unit 10 side by a press or the like, and is opposed to the power unit 10 (engine 10a). The surface is set as the contact surface 15a.
In the vehicle frame structure of the fourth modification example configured as described above, the strength of the contact portion 15 can be further increased, and the trigger for the deformation of the front side frame 2 in the outer direction is more reliably given. It has become.

  As shown in FIG. 13, in the fifth modification, the front side frame 2 has an outer panel 2d formed in a substantially U-shaped cross section and an inner panel 2e formed in a substantially flat plate shape. Each of these panels 2d and 2e is joined by welding the flanges 2b formed on the respective edge portions with a plurality of spot welds 2c. From the outer panel 2d constituting the front side frame 2, a pair of upper and lower extending portions 16 having a substantially triangular shape extend inward in the vehicle width direction. Further, a contact plate 17 is disposed between the pair of extending portions 16 so as to face the contact surface 10c of the power unit 10 (engine 10a). A pair of flanges 17a formed by bending and a flange 17b formed by bending along the inner panel 2e.

Then, each flange 17a of the contact plate 17 is joined to each extending portion 16 by spot welding or the like, and the flange 17b is joined to the inner panel 2e by spot welding or the like. A contact portion serving as a load transmitting means is integrally configured with the contact surface 10c of the contact plate 17 (contact surface).
Further, as shown in FIG. 14, in the sixth modification, instead of the contact plate 17 of the fifth modification, each one side portion of the two extending portions 16 that is the front of the vehicle is substantially orthogonal to the plate surface. A rod member 18 may be provided as a load transmission means that is welded or fixed by a bolt in the direction of the movement.

  As shown in FIG. 15, in the seventh modified example, the contact portion 19 as a load transmitting means is integrally formed with a cross member 20 that is installed on the left and right front side frames 2. In the contact portion 19, a contact surface 19 a that faces the contact surface 10 c of the power unit 10 so as to be able to contact is formed on the same surface as the front end surface of the cross member 20. Further, a flange 19b that contacts the front side frame 2 is extended from the contact portion 19, and the strength of the contact portion 19 is secured by welding each flange 19b to the front side frame 2. Here, as shown in FIG. 16, the contact portion 19 may be formed so as to protrude from the upper surface of the cross member 20, and the contact surface 19 a may be formed at a position different from the front end surface of the cross member 20.

  As shown in FIG. 17, in the eighth modification, the contact portion 22 as the load transmitting means protrudes inward in the vehicle width direction from the front side frame 2 at a position facing the contact surface 10 c of the power unit 10. It is comprised with the bar member. The contact portion 22 is penetrated and supported on the side surfaces of the outer panel 2d and the inner panel 2e constituting the front side frame 2, and is firmly fixed to the panels 2d and 2e by fixing members 22a and 22b fixed by spot welding or the like. ing.

  With such a configuration, the contact portion 22 can be realized with a simple configuration in which the rod member is fixed to the front side frame 2.

  As shown in FIG. 18, in the ninth modification, the front side frame 2 is divided and formed in the longitudinal direction of the vehicle body, and a flange 23 that joins them together as a contact portion as a load transmitting means. It is the structure which makes it function. That is, the flange 23 is set to have a long flange width in a region protruding inward in the vehicle width direction, and this region is set as a contact surface 23 a that faces the contact surface 10 c of the power unit 10 so as to be able to contact.

(Second Embodiment)
19 to 22 relate to a second embodiment of the present invention. FIG. 19 is a plan view showing a power unit and a front side frame as viewed from the front of the vehicle. FIG. 20 shows an engine mount that supports the power unit with the front side frame. FIG. 21 is a plan view illustrating a power unit and a front side frame viewed from the front of the vehicle, and FIG. 22 is a plan view illustrating a roll suppressing unit that suppresses the movement of the power unit. The present embodiment is mainly different from the first embodiment described above in that the support member that supports the power unit 10 functions as a load transmission unit. In addition, about the structure similar to the above-mentioned 1st Embodiment, the same code | symbol is used and detailed description of those structures is abbreviate | omitted.

  As shown in FIG. 19, in the present embodiment, the engine mount 24, which is a support member that supports the engine 10 a at the front portion of the power unit 10, is directly fixed and supported on the front side frame 2. The engine mount 24 as the load transmitting means includes a cushion rubber 25 that absorbs vibration, a bracket portion 24a that is a fixed portion to the front side frame 2, and a receiving portion 24b that holds the cushion rubber 25.

  As shown in FIG. 20, the bracket portion 24a has a predetermined length along the front-rear direction of the front side frame 2, and two front and rear end portions thereof are fixed to the front side frame 2 by fixing members 26a, 26b such as bolts. It is fixed to. The power unit 10 is fixed by a fixing member 26c via a receiving portion 24b of the engine mount 24, a cushion rubber 25, and a heat shield plate (not shown).

  In the vehicle frame structure of the present embodiment, the engine mount 24 is applied to the fixing member 26c that fixes the power unit 10 in the direction of the arrow A3 when the rearward collision energy is given to the power unit 10 (engine 10a) by the collision of the vehicle. Power works. At this time, the bracket 24a of the engine mount 24 is fixed to the fixing member 26a that fixes the rear side of the front side frame 2 in the direction of arrow A5 and the fixing member 26b that fixes the front side of the front side frame 2. A force acts in the direction of arrow A6, and a rotational stress around the center of the region connecting the fixing members 26a to 26c acts.

  As a result, the front side frame 2 is given an opportunity to bend outward by the fixing member 26a on the rear side, and can absorb the collision energy from the front by deformation in the outward direction.

  Here, as shown in FIG. 21, the front side frame 2 is provided with a rolling suppression mechanism that is a support member that suppresses rolling that is a lateral movement of the power unit 10 with respect to the traveling direction of the vehicle. You may make it give the opportunity to bend | fold toward the outer side direction of the front side frame 2 at the time of a collision by a rolling suppression mechanism.

  More specifically, as shown in FIG. 22, the rolling suppression mechanism includes a substantially triangular plate member 27 and cushion rubbers 28 a to 28 c that absorb vibration provided at each corner of the plate member 27.

  In this rolling suppression mechanism, the two corners of the plate member 27 are connected to the upper surface along the extending direction of the front side frame 2 by the fixing members via the cushion rubbers 28a and 28b, and the remaining corners of the plate member 27 are connected. The parts are connected by a fixing member via the power unit 10 and the cushion rubber 28c.

  In the vehicle frame structure configured as described above, when rearward collision energy is given to the power unit 10 due to a vehicle collision, a force acts in the direction of the arrow A6 on the corner of the plate member 27 provided with the cushion rubber 28c. . At this time, a force acts on the remaining two corners in the directions of arrows A7 and A8 on the plate member, and a rotational stress around a substantially central portion acts. In other words, the front side frame 2 connected to the plate member 27 via the cushion rubber 28b is given an opportunity to bend outward, and the collision energy from the front can be absorbed by deformation outward.

As a result, the engine mount 24 of this embodiment or the vehicle frame structure having the rolling suppression mechanism has the same effects as those of the first embodiment.
It should be noted that the present invention is not limited to the above-described embodiment, and can be variously modified without departing from the gist of the invention. For example, in each of the embodiments described above, an example of a configuration in which a vertically installed power unit is mounted has been described. However, the present invention is not limited to this, and for example, an engine and a transmission are arranged in the vehicle width direction. The present invention can also be applied to a configuration in which a horizontally mounted power unit is mounted. In this case, of course, the contact surface on the power unit side that transmits the collision load to each front side frame may be set to a transmission or the like.

  Further, the load transmission means may be provided in a vehicle steering box, stabilizer, tower bar, battery bracket, various brackets, etc., and the functions may be integrated. Further, the portion in contact with the load transmission means on the engine 10a side is a fuel. You may integrate a protector and a function.

It is a whole perspective view explaining the outline | summary of the body shell of 1st Embodiment which concerns on this invention. It is the top view which looked at the vehicle body front part from the upper direction. It is a perspective view explaining the contact part provided in a front side frame equally. It is the partial top view which looked at the contact part provided in a power unit and a front side frame from the vehicle body upper direction. It is the top view which looked at the vehicle body front part at the time of 0 mmsec after a front (full wrap) collision from the top. It is the top view which looked at the vehicle body front part at the time of 30 mmsec after a front (full wrap) collision from the upper direction. It is the top view which looked at the vehicle body front part at the time of 60 mmsec after a front (full wrap) collision from the top. FIG. 8 is a GS diagram showing a relationship of deceleration-movement amount (displacement of front side frame front end) at the time of a front (full wrap) collision corresponding to FIGS. It is the top view which looked at the contact part provided in the front side frame which concerns on a 1st modification, and the power unit partially from the vehicle body upper direction. It is the top view which looked at the connection wire provided in the front side frame which concerns on a 2nd modification, and the power unit partially from the vehicle body upper direction. It is a perspective view which shows the contact part provided in the front side frame which concerns on a 3rd modification. It is a perspective view which shows the contact part provided in the front side frame which concerns on a 4th modification. It is a perspective view which shows the contact part provided in the front side frame which concerns on a 5th modification. It is a perspective view which shows the contact part provided in the front side frame which concerns on a 6th modification. It is a perspective view which shows the contact part provided integrally with the cross member which concerns on a 7th modification. It is a perspective view which shows the contact part provided integrally with the cross member which concerns on a 7th modification. It is a perspective view which shows the contact part provided in the front side frame which concerns on an 8th modification. It is a perspective view which shows the contact part provided in the front side frame which concerns on a 9th modification. It is a top view which shows the power unit and front side frame which were seen from the vehicle front which concerns on 2nd Embodiment. It is a top view explaining the engine mount which supports a power unit with a front side frame similarly. It is a top view which shows the power unit seen from the vehicle front used as a modification, and a front side frame. It is a top view explaining the rolling suppression mechanism which suppresses a motion of a power unit.

Explanation of symbols

1 ... Body shell
2 ... Front side frame
8 ... Contact part (load transmission means)
8a ... Contact surface
10 ... Power unit
10a ... Engine

Claims (2)

A pair of front side frames disposed on the left and right sides of the power unit at the front of the vehicle body;
Load transmitting means for converting a vehicle body longitudinal load acting on the power unit at the time of a vehicle collision into a vehicle width direction load and transmitting the load to the front side frame;
With
The load transmitting means is
A contact portion that is disposed on the front side frame side facing the power unit and contacts the power unit when the power unit moves rearward,
The contact part is
A fixing member pivotally attached to the front side frame;
A frame press-contact portion having a wedge shape that can be press-contacted to the front side frame;
With
A vehicle frame structure, wherein a load transmitted when the power unit abuts is converted into a load outward in the vehicle width direction and transmitted to the front side frame . 2. The vehicle frame structure according to claim 1 , wherein hook contact irregularities that engage with each other are formed on the contact surfaces of the power unit side and the contact portion side.

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