JP5074668B2 - Engine support structure - Google Patents

Engine support structure Download PDF

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JP5074668B2
JP5074668B2 JP2005112187A JP2005112187A JP5074668B2 JP 5074668 B2 JP5074668 B2 JP 5074668B2 JP 2005112187 A JP2005112187 A JP 2005112187A JP 2005112187 A JP2005112187 A JP 2005112187A JP 5074668 B2 JP5074668 B2 JP 5074668B2
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frame
vehicle
connecting member
support structure
extending
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JP2006290111A (en
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徹 鬼頭
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to JP2005112187A priority Critical patent/JP5074668B2/en
Priority to US11/399,756 priority patent/US7594559B2/en
Priority to CN2006100726771A priority patent/CN1843826B/en
Priority to DE602006015118T priority patent/DE602006015118D1/en
Priority to EP06251981A priority patent/EP1710152B1/en
Publication of JP2006290111A publication Critical patent/JP2006290111A/en
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本発明は、エンジンを支持する支持構造に係り、特に車両前後方向からの衝突時に車体骨格フレームでエネルギー吸収を行うエンジン支持構造に関する。   The present invention relates to a support structure that supports an engine, and more particularly, to an engine support structure that absorbs energy with a vehicle body skeleton frame in the event of a collision from the vehicle longitudinal direction.

従来のエンジン支持構造としては、例えば特許文献1に記載されたものがある。この特許文献１に記載の構造では、図３（ａ）のように、車両前後方向に延びる車体前部骨格フレーム５０の下方に、当該車体前部骨格フレーム５０と上下に所定の距離をあけると共に車両前後方向に延在するサブフレーム５１が配置され、上記車体前部骨格フレーム５０の前側とサブフレーム５１の前側とが上下に延びる連結部材５２で連結されている。また、上記サブフレーム５１に対してエンジンが搭載される。 As a conventional engine support structure, there is one described in Patent Document 1, for example. In the structure described in Patent Document 1, as shown in FIG. 3 (a), a predetermined distance is provided below the vehicle body front skeleton frame 50 extending in the vehicle front-rear direction and above and below the vehicle body front skeleton frame 50. A sub frame 51 extending in the vehicle front-rear direction is disposed, and the front side of the vehicle body front skeleton frame 50 and the front side of the sub frame 51 are connected by a connecting member 52 extending vertically. An engine is mounted on the subframe 51.

そして、衝突などによって車両前方から後方に向けて所定以上の荷重が入力されると、上記車体前部骨格メンバ５０が潰れ変形することで上記入力荷重に対するエネルギー吸収の効率を高める工夫がなされている。
特開２００２−１６０６６３号公報 Further, when a predetermined load or more is input from the front of the vehicle toward the rear due to a collision or the like, the vehicle body front skeleton member 50 is crushed and deformed to increase the efficiency of energy absorption with respect to the input load. .
JP 2002-160663 A

ここで、衝突時に、パンパー５３を介して車体骨格フレーム５０に衝突入力が作用する。乗員保護の観点から車室の変形を小さくするためには、車室よりも車両前後方向前側あるいは後側にある車体骨格フレーム５０の変形で、衝突入力のエネルギーを効率良く吸収させたい。車体骨格フレーム５０が、衝突入力エネルギーをもっとも効率よく吸収できる変形モードは、軸方向への圧縮変形するモードである。   Here, at the time of a collision, a collision input acts on the vehicle body skeleton frame 50 via the bumper 53. In order to reduce the deformation of the passenger compartment from the viewpoint of occupant protection, it is desirable to efficiently absorb the energy of the collision input by the deformation of the vehicle body skeleton frame 50 on the front side or the rear side in the vehicle longitudinal direction from the passenger compartment. The deformation mode in which the vehicle body frame 50 can absorb the collision input energy most efficiently is a mode in which the body frame 50 compresses and deforms in the axial direction.

しかしながら、上記従来技術では、図３に示す模式図のように、サブフレーム５１と車体骨格フレーム５０とを連結する連結部材５２は、車体骨格フレーム５０に剛的に固定され、且つ車両上下方向に所定の長さを有する。このため衝突時に車体骨格フレーム５０に車両前後方向のカが入力されると、図３のＡ−Ａ断面にて、衝突入力を受ける車体骨格フレーム５０と連結部材５２の一体構造の剛性の中心位置Ｇが、衝突入力点より車両上下方向下側のＧ点にあるため、Ｇ点を中心とするモーメントＡが加わることとなり、また、長手方向途中部でもモーメントＢが作用するために、図３（ｂ）に示す模式図のように、車体骨格フレーム５０が面外方向に変形するおそれがある。面外方向に変形する場合には、車体骨格フレーム５０の圧縮方向（車両前後方向）に潰れる量が小さくなり、エネルギー吸収量が小さくなる。
本発明は、上記のような点に着目してなされたもので、車両前後方向の衝突入力に対する車体骨格フレームでのエネルギー吸収効率を向上させることを課題としている。 However, in the prior art, as shown in the schematic diagram of FIG. 3 , the connecting member 52 that connects the sub frame 51 and the vehicle body frame 50 is rigidly fixed to the vehicle frame 50 and extends in the vehicle vertical direction. It has a predetermined length. For this reason, when a vehicle longitudinal force is input to the vehicle body skeleton frame 50 at the time of a collision, the center position of the rigidity of the integrated structure of the vehicle body skeleton frame 50 and the coupling member 52 that receives the collision input in the AA cross section of FIG. Since G is at the point G below the vehicle vertical direction from the collision input point, a moment A centered on the point G is applied, and the moment B acts also in the middle in the longitudinal direction . As shown in the schematic diagram shown in b), the vehicle body skeleton frame 50 may be deformed in the out-of-plane direction. In the case of deformation in the out-of-plane direction, the amount of the body skeleton frame 50 that is crushed in the compression direction (vehicle front-rear direction) is reduced, and the energy absorption amount is reduced.
The present invention has been made paying attention to the above points, and it is an object of the present invention to improve the energy absorption efficiency in the vehicle body skeleton frame with respect to a collision input in the vehicle longitudinal direction.

上記課題を解決するために、本発明は、車両前後方向に延在する延在部を有する車体骨格フレームと、その車体骨格フレームの下方に配置されてエンジンを支持するサブフレームと、上記延在部とサブフレームとを連結する連結部材と、を備えるエンジン支持構造であって、上記サブフレームは、上記延在部と上下に対向して車両前後方向に延びるフレーム本体部を有し、上記連結部材は、上記サブフレームとは別部材であって且つ上下方向に真っ直ぐに延びる部材であり、その下部が上記フレーム本体部の前端部に一体的に固定され、その上部が上記延在部に対して車両前後方向に変位可能に弾性体を介して連結されることで、その上部の車幅方向を軸とする回転方向の拘束力がその下部に比べて小さくなっており、上記延在部と連結部材の上部とは、軸を上下に向けた外筒と内筒との間に上記弾性体が介挿してなるインシュレータを介して連結されていて、上記内筒がその内部を上下に貫通するボルトを介して上記延在部に固定され、上記外筒が上記連結部材の上部に固定されていることを特徴とするものである。 In order to solve the above-described problems, the present invention provides a vehicle body skeleton frame having an extending portion extending in the vehicle front-rear direction, a subframe that is disposed below the vehicle body skeleton frame and supports an engine, and the extension And a connecting member that connects the sub-frame and the sub-frame, wherein the sub-frame has a frame main body portion that extends vertically in the vehicle front-rear direction so as to face the extension portion, and the connection member, and the sub-frame a member Ru extends straight in a by and vertically separate member, the bottom is integrally fixed to the front end of the frame main body portion, an upper portion thereof in the extending portion in linked via a displaceable elastic member in the longitudinal direction of the vehicle for Rukoto, restraining force of the rotating direction of the vehicle width direction of the upper and the shaft are smaller than in its lower, the extending portion And connecting members The upper part is connected via an insulator in which the elastic body is inserted between an outer cylinder and an inner cylinder whose axis is directed upward and downward, and the inner cylinder is connected via a bolt that penetrates the interior vertically. And the outer cylinder is fixed to the upper portion of the connecting member .

本発明によれば、車体骨格フレームとサブフレームとの間に上下に距離がある配置でも、車体前後方向からの衝突時における車体骨格フレームの変形モードが、車両前後方向の圧縮変形が支配的となる結果、衝突エネルギーを効率良く吸収することができる。   According to the present invention, the deformation mode of the vehicle body skeleton frame at the time of a collision from the vehicle body longitudinal direction is predominantly the compression deformation in the vehicle longitudinal direction even when the vehicle frame and the sub frame are spaced apart from each other in the vertical direction. As a result, collision energy can be absorbed efficiently.

次に、本発明の実施形態について図面を参照しつつ説明する。
本実施形態では、車両前後方向前側にエンジンを搭載するフロントエンジンの車両構成を例に説明する。図１は、本実施形態のエンジン支持構造を示す模式的側面図である。
車体骨格フレーム１は、車両前後方向に延在する左右一対のフロント骨格サイドメンバ２（延在部）と、車幅方向に延びて左右のフロント骨格サイドメンバ２間を連結する複数のクロス骨格メンバ（不図示）とから構成される。上記各フロント骨格サイドメンバ２は、ダッシュパネルに至る部分で下方に屈曲して傾斜部２ａを構成し、その傾斜部２ａよりも車両前後方向後方が車体フロアの下側且つ両側に配置されるエクステンションサイドメンバ２ｂとなっている。符号１１はバンパーを示す。 Next, embodiments of the present invention will be described with reference to the drawings.
In the present embodiment, a vehicle configuration of a front engine in which an engine is mounted on the front side in the vehicle front-rear direction will be described as an example. FIG. 1 is a schematic side view showing an engine support structure of the present embodiment.
The body skeleton frame 1 includes a pair of left and right front skeleton side members 2 (extending portions) extending in the vehicle front-rear direction and a plurality of cross skeleton members extending in the vehicle width direction and connecting the left and right front skeleton side members 2. (Not shown). Each of the front skeleton side members 2 is bent downward at the portion reaching the dash panel to form an inclined portion 2a, and an extension in which the rear in the vehicle front-rear direction is disposed below and on both sides of the vehicle body floor relative to the inclined portion 2a. It is a side member 2b. Reference numeral 11 denotes a bumper.

上記車体骨格フレーム１の下方には、上下に所定距離を空けてサブフレーム３が対向配置されている。サブフレーム３は、上記フロント骨格サイドメンバ２と上下に対向して車両前後方向に延びる左右のフレーム本体部４と、その左右のフレーム本体部４間を連結するクロスサブメンバ（不図示）とから構成されている。そして、上記サブフレーム３は、上記フレーム本体部４の前端部及び後端部が上記フロント骨格サイドメンバ２に弾性支持されている。 Below the vehicle body skeleton frame 1, a sub-frame 3 is disposed to face each other with a predetermined distance in the vertical direction. Subframe 3, and the front framework side members 2 and the left and right of the frame body portion 4 facing extending in the vehicle both forward and backward directions up and down, and cross the sub members (not shown) for connecting the frame main body 4 of the left and right It is composed of The sub-frame 3 is elastically supported by the front skeleton side member 2 at the front end and the rear end of the frame body 4.

次に、その弾性支持構造について説明する。
上記フロント骨格サイドメンバ２の前端部とフレーム本体部４の前端部とは、上下に延びる連結部材５を介して連結される。連結部材５の下部は、上記フレーム本体部４の前端部に対して一体的に結合されている。
また、連結部材５の上部は、上記フロント骨格サイドメンバ２の前端部にインシュレータ６を介して連結されている。上記インシュレータ６は、図２に示すように、軸を上下に向け且つ同軸に配置された内筒６ａと外筒６ｂとの間に弾性体６ｃが介装されて構成される。そして、外筒６ｂが上記連結部材５の上部に圧入等によって固定され、且つ内筒６ａが、当該内筒６ａ内を貫通する取付けボルト１２を介して上記フロント骨格サイドメンバ２に固定されている。ここで、内筒６ａよりも外筒６ｂの長さを短くして外筒６ｂの上端面と上記フロント骨格サイドメンバ２の下面との間に所定の隙間を設けてある。
また、フレーム本体部４の後端部は、上記と同様なインシュレータ８を介して、フロント骨格サイドメンバ２における傾斜部２ａの下部位置に弾性支持される。
そして、上記サブフレーム３に対してマウント部材１３を介してエンジン７が搭載されている。 Next, the elastic support structure will be described.
The front end portion of the front skeleton side member 2 and the front end portion of the frame main body portion 4 are connected via a connecting member 5 extending vertically. The lower portion of the connecting member 5 is integrally coupled to the front end portion of the frame main body portion 4.
The upper part of the connecting member 5 is connected to the front end of the front skeleton side member 2 via an insulator 6. As shown in FIG. 2, the insulator 6 is configured by an elastic body 6c interposed between an inner cylinder 6a and an outer cylinder 6b that are arranged coaxially with their axes directed vertically. The outer cylinder 6b is fixed to the upper part of the connecting member 5 by press-fitting or the like, and the inner cylinder 6a is fixed to the front skeleton side member 2 via mounting bolts 12 penetrating the inner cylinder 6a. . Here, the length of the outer cylinder 6 b is shorter than the inner cylinder 6 a, and a predetermined gap is provided between the upper end surface of the outer cylinder 6 b and the lower surface of the front skeleton side member 2.
The end portion after the frame main body portion 4, through the similar insulator 8, is elastically supported at the bottom position of the inclined portion 2a of the front framework side members 2.
An engine 7 is mounted on the subframe 3 via a mount member 13.

次に、本実施形態の作用・効果等について説明する。
上記エンジン支持構造では、連結部材５はサブフレーム３に一体的に結合されることで、両者５，３は高い剛性を持って、つまり少なくとも車幅方向を軸とした回転方向の拘束力が大きい状態で連結されている。一方、連結部材５はフロント骨格サイドメンバ２に対して弾性体６ｃを介して連結されることで、互いに揺動可能につまり連結部の剛性が低い状態で連結されて、少なくとも車幅方向を軸とした回転方向の拘束力がゼロに近い小さな状態で連結されている。このため、フロント骨格サイドメンバ２に車両前後方向の入力が作用した場合における当該フロント骨格サイドメンバ２と連結部材５との連結位置（図１中Ａ-Ａ位置）での車両上下方向における剛性の中心位置Ｇは、フロント骨格サイドメンバ２の断面中心とほぼ一致し、また、フロント骨格サイドメンバ２の長手方向中途部（図１中Ｂ-Ｂ位置）においても、フロント骨格サイドメンバ２の車両上下方向における剛性の中心位置Ｇ′が当該フロント骨格サイドメンバ２の断面中心とほぼ一致する。 Next, functions and effects of this embodiment will be described.
In the engine support structure described above, the connecting member 5 is integrally coupled to the subframe 3 so that both the members 5 and 3 have high rigidity, that is, a large restraining force in the rotational direction around at least the vehicle width direction. Linked in state. On the other hand, the connecting member 5 is connected to the front skeleton side member 2 via the elastic body 6c so that the connecting member 5 can be swung with each other, that is, connected in a state where the rigidity of the connecting portion is low. It is connected in a state where the restraining force in the rotational direction is small and close to zero. For this reason, when an input in the vehicle longitudinal direction is applied to the front skeleton side member 2, the rigidity in the vehicle vertical direction at the connection position (AA position in FIG. 1 ) between the front skeleton side member 2 and the connection member 5 is obtained. The center position G substantially coincides with the cross-sectional center of the front skeleton side member 2, and the front skeleton side member 2 of the front skeleton side member 2 is also located in the longitudinal direction of the front skeleton side member 2 (BB position in FIG. 1 ). The center position G ′ of rigidity in the direction substantially coincides with the cross-sectional center of the front skeleton side member 2.

したがって、衝突によりフロント骨格サイドメンバ２に車両前後方向の力が入力されると、上記衝突入力による剛性中心位置Ｇ及びＧ′を中心とするモーメントは発生しないか小さいために、フロント骨格サイドメンバ２とサブフレーム３との間に距離があり且つ連結部材５で連結されていても、衝突時にサブフレーム３の反力によりフロント骨格サイドメンバ２に入力される曲げモーメントを小さくすることができる。その結果、衝突時の車両前後方向の入力に対し圧縮方向の変形が支配的となり、図１（ｂ）に示すように、フロント骨格サイドメンバ２は、面外方向に変形することなく、圧縮方向にのみ潰れることとなり、エネルギー吸収量が大きくなる。   Accordingly, when a force in the vehicle longitudinal direction is input to the front skeleton side member 2 due to a collision, the moments around the rigid center positions G and G ′ due to the collision input are not generated or are small. Even if there is a distance between the frame and the sub-frame 3 and the sub-frame 3 is connected by the connecting member 5, the bending moment input to the front skeleton side member 2 by the reaction force of the sub-frame 3 at the time of collision can be reduced. As a result, the deformation in the compression direction becomes dominant with respect to the vehicle front-rear direction input at the time of the collision, and the front skeleton side member 2 does not deform in the out-of-plane direction, as shown in FIG. The energy absorption amount increases.

また、上記のようにフロント骨格サイドメンバ２が車両前後方向に圧縮するに応じて、連結部材５は、その上部が車両前後方向に傾くが、連結部材５に固定された外筒６ｂの上端面とフロント骨格サイドメンバ２の下面との間に所定の隙間を設けているので、外筒６ｂの上端がフロント骨格サイドメンバ２に当接するまでは、フロント骨格サイドメンバ２と連結部材５との連結部における上記拘束力が大きくなることを防止できる。なお、外筒６ｂの上端がフロント骨格サイドメンバ２に当接して上記回転方向の拘束力が大きくなっても、連結部材５とサブフレーム３との連結部での拘束力より遙かに小さいので、フロント骨格サイドメンバ２に入力される上下方向の曲げモーメントの入力は小さく、よって圧縮方向の変形が支配的のままとなる傾向にある。
また、エンジン７をマウントしているサブフレーム３は、前端部及び後端部が共にフロント骨格サイドメンバ２に対してインシュレータ６、８を介して弾性支持されているので、エンジン７の振動によるサブフレーム３の振動をフロント骨格サイドメンバ２に伝達しにくくなっている。すなわち、エンジン７の振動が伝達されて加振されるサブフレーム３の振動が、フロント骨格サイドメンバ２に伝達することを防ぐことで、騒音・振動性能も向上させることができる。 Further, as described above, as the front skeleton side member 2 is compressed in the vehicle front-rear direction, the upper portion of the outer cylinder 6 b fixed to the connection member 5 is connected to the connection member 5, although the upper portion thereof is inclined in the vehicle front-rear direction. Since a predetermined gap is provided between the front skeleton side member 2 and the lower surface of the front skeleton side member 2, the connection between the front skeleton side member 2 and the connecting member 5 is continued until the upper end of the outer cylinder 6 b comes into contact with the front skeleton side member 2. It is possible to prevent the restraining force at the portion from increasing. Even if the upper end of the outer cylinder 6b abuts against the front skeleton side member 2 and the restraining force in the rotational direction is increased, it is much smaller than the restraining force at the connecting portion between the connecting member 5 and the subframe 3. The vertical bending moment input to the front skeleton side member 2 is small, so that the deformation in the compression direction tends to remain dominant.
Further, since the front end portion and the rear end portion of the subframe 3 on which the engine 7 is mounted are elastically supported by the front skeleton side member 2 via the insulators 6 and 8, the subframe 3 mounted by the vibration of the engine 7 is used. It is difficult to transmit the vibration of the frame 3 to the front skeleton side member 2. That is, noise and vibration performance can be improved by preventing the vibration of the sub-frame 3 that is vibrated by the vibration of the engine 7 from being transmitted to the front skeleton side member 2.

なお、上記実施形態では、フロントエンジンの車両構成に本願発明を適用する場合を例示したが、リアエンジンの車両構成であっても適用でき、車両後方から衝突した場合に、上記と同様な効果を得ることができる。 In the above embodiment, the case where the present invention is applied to the vehicle configuration of the front engine is illustrated. However, the present invention can be applied even to the vehicle configuration of the rear engine. Obtainable.

本発明に基づく実施形態に係るエンジン支持構造を示す模式的な側面図であって、（ａ）は変形前の状態を（ｂ）は変形後の状態をそれぞれ示す。It is a typical side view which shows the engine support structure which concerns on embodiment based on this invention, Comprising: (a) shows the state before a deformation | transformation, (b) shows the state after a deformation | transformation, respectively. 本発明に基づく実施形態に係る連結部材を介したとフロント骨格サイドメンバとのサブメンバとの連結構造を示す断面図である。It is sectional drawing which shows the connection structure with the sub member of the front frame side member via the connection member which concerns on embodiment based on this invention. 従来のエンジン支持構造を説明する模式的な側面図であって、（ａ）は変形前のIt is a typical side view explaining the conventional engine support structure, Comprising: (a) is before a deformation | transformation. 状態を（ｂ）は変形後の状態をそれぞれ示す。The state (b) shows the state after deformation.

符号の説明Explanation of symbols

１ 車体骨格フレーム
２ フロント骨格サイドメンバ（延在部）
３ サブフレーム
４ フレーム本体部
５ 連結部
６ インシュレータ
６ａ 内筒
６ｂ 外筒
６ｃ 弾性体
７ エンジン
１０ 弾性体
１２ 取付けボルト 1 Body frame 2 Front frame side member (extension part)
3 Subframe 4 Frame body portion 5 Connection portion 6 Insulator 6a Inner tube 6b Outer tube 6c Elastic body 7 Engine 10 Elastic body 12 Mounting bolt

Claims (2)

車両前後方向に延在する延在部を有する車体骨格フレームと、その車体骨格フレームの下方に配置されてエンジンを支持するサブフレームと、上記延在部とサブフレームとを連結する連結部材と、を備えるエンジン支持構造であって、
上記サブフレームは、上記延在部と上下に対向して車両前後方向に延びるフレーム本体部を有し、
上記連結部材は、上記サブフレームとは別部材であって且つ上下方向に真っ直ぐに延びる部材であり、その下部が上記フレーム本体部の前端部に一体的に固定され、その上部が上記延在部に対して車両前後方向に変位可能に弾性体を介して連結されることで、その上部の車幅方向を軸とする回転方向の拘束力がその下部に比べて小さくなっており、
上記延在部と連結部材の上部とは、軸を上下に向けた外筒と内筒との間に上記弾性体が介挿してなるインシュレータを介して連結されていて、上記内筒がその内部を上下に貫通するボルトを介して上記延在部に固定され、上記外筒が上記連結部材の上部に固定されていることを特徴とするエンジン支持構造。 A vehicle body skeleton frame having an extending portion extending in the longitudinal direction of the vehicle, a subframe disposed below the vehicle body skeleton frame to support the engine, and a connecting member connecting the extension portion and the subframe; An engine support structure comprising:
The sub-frame has a frame main body extending vertically in the vehicle front-rear direction so as to face the extended portion.
The connecting member, and the sub-frame a member Ru extends straight in a by and vertically separate member, the bottom is integrally fixed to the front end of the frame main body portion, an upper portion thereof above extends in Rukoto linked via a displaceable elastic member in the longitudinal direction of the vehicle relative to the parts, restraining force of the rotating direction is smaller than the lower portion thereof to the vehicle width direction of the upper and the shaft,
The extension part and the upper part of the connecting member are connected to each other via an insulator in which the elastic body is inserted between an outer cylinder and an inner cylinder whose axis is directed vertically, and the inner cylinder is connected to the inner cylinder. An engine support structure , wherein the outer cylinder is fixed to an upper portion of the connecting member, and is fixed to the extending portion via a bolt passing through the upper and lower sides . 連結部材上端及び外筒上端と、延在部との間に上下方向の隙間を設けることを特徴とする請求項１に記載したエンジン支持構造。 The engine support structure according to claim 1 , wherein a vertical gap is provided between the upper end of the connecting member and the upper end of the outer cylinder, and the extending portion.
JP2005112187A 2005-04-08 2005-04-08 Engine support structure Active JP5074668B2 (en)

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JP2005112187A JP5074668B2 (en) 2005-04-08 2005-04-08 Engine support structure
US11/399,756 US7594559B2 (en) 2005-04-08 2006-04-07 Sub-frame connecting structure
CN2006100726771A CN1843826B (en) 2005-04-08 2006-04-07 Sub-frame connecting structure
DE602006015118T DE602006015118D1 (en) 2005-04-08 2006-04-08 Structure for a vehicle
EP06251981A EP1710152B1 (en) 2005-04-08 2006-04-08 Structure for a vehicle

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