JP6052121B2 - Body front structure - Google Patents

Description

  The present invention relates to a front structure of a vehicle body, and more specifically, a front side frame that protrudes forward from a passenger compartment and extends in the left-right direction of the engine room, and a lower arm of a front wheel suspension that is positioned at the bottom of the engine room. The left and right side portions that form a portion and the front side portion that connects the left and right side portions in the vehicle width direction form a main body portion, and the upper end portions of the tower portions that are erected on the left and right sides of the main body portion are the front side frames. The present invention relates to a vehicle body front portion structure that includes a sub-frame that is fastened to a lower surface portion and includes a subframe in which a rear portion of the left and right side portions is fastened to a front bottom portion of a vehicle compartment.

  In general, it is necessary to provide a sub-frame to support the front wheel suspension. The sub-frame is required to increase rigidity in terms of supporting the suspension arm, and when the vehicle collides with an obstacle, the sub-frame is required. It is also required that the frame absorbs the impact caused by the collision to reduce the impact of the entire vehicle.

In order to achieve such a requirement, the vehicle body front structure disclosed in Patent Document 1 has already been invented.
That is, a front side frame that protrudes forward from the vehicle compartment to extend the left and right sides of the engine room in the vehicle front-rear direction, a left and right side portion that is located at the bottom of the engine room and forms a lower arm attachment portion of the front wheel suspension, and The front side part that connects the left and right side parts in the vehicle width direction forms a main body part, and the upper end parts of the tower parts that are erected on the left and right sides of the main body part are fastened to the lower surface part of the front side frame. And a subframe in which rear portions of the left and right side portions are fastened to the front bottom portion of the vehicle compartment.

In the vehicle body front part structure disclosed in Patent Document 1, a partition wall is provided on the left and right sides of the front side part to reinforce the front side part itself, and a partition wall is also provided in the middle in the front-rear direction of the left and right side parts. The foaming material is filled between the partition walls in the main body formed in the hollow inner shape.
And while improving the rigidity of a sub-frame by filling with a foaming material, the impact absorption property at the time of an impact is improved by the internal hollow structure.

  However, in the conventional structure disclosed in Patent Document 1, an upper member in which an upper portion of the left and right side portions and an upper portion of the front side portion are integrally formed with a single panel, a lower portion of the left and right side portions, and a front side portion. And a lower member integrally formed with a single panel, and the sub-frame main body is formed by joining the upper member and the lower member in the vertical direction. There is a problem that the impact energy absorption cannot be increased sufficiently.

JP-A-2005-255068

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle body front part structure capable of reliably generating crushing of a subframe at a lower arm attachment part of a front wheel suspension at the time of a frontal collision of a vehicle and increasing impact energy absorption.

  The vehicle body front structure according to the present invention includes a front side frame that protrudes forward from the vehicle compartment and extends in the left and right directions of the engine room in the vehicle front-rear direction, and a left and right structure that is positioned at the bottom of the engine room and forms a lower arm attachment portion of the front wheel suspension. The side part and the front side part that connects the left and right side parts in the vehicle width direction form a main body part, and the upper end parts of the tower parts erected on the left and right sides of the main body part are fastened to the lower surface part of the front side frame. A vehicle body front part structure including a subframe in which a rear part of the left and right side parts is fastened to a front bottom part of a vehicle compartment part, wherein the left and right side parts and the front side part of the subframe are respectively an upper member and a lower side. The tower part has an outwardly U-shaped cross section to accommodate the lower arm pivot, and the lower part of the tower part is open to the outside of the vehicle. It was and notch the section member having are provided, and the left and right sides and the front side portion, in which is connected to the front-rear split portion of the base front-rear direction intermediate position of the tower.

According to the above configuration, the left and right sides of the subframe are formed in the inner hollow shape of the left and right sides and the front side of the subframe, and the left and right sides of the divided portion in the tower base of the outward U-shaped section that accommodates the lower arm pivot. Since the front side portion and the front side portion are divided in the front-rear direction, the sub-frame can be reliably crushed at the lower arm attachment portion of the front wheel suspension at the time of the frontal collision of the vehicle, and the absorption of impact energy can be increased.
In addition, by providing the above-mentioned node member, while securing the rigidity of the lower part of the tower part during normal (non-frontal collision), the deformation of the node member is promoted by the notch portion of the node member during the frontal collision, A reliable crushing of the subframe at the time of a front collision can be ensured.
That is, the collapsing can be promoted by the cooperation of the node member having the notch portion and the main body portion of the subframe provided with the dividing portion.

  In one embodiment of this invention, the said division | segmentation part is formed in both the upper side member and lower side member of a right-and-left side part and a front side part.

  According to the above configuration, since the divided portion is formed on each of the upper and lower side members of the left and right side portions and the front side portion, the subframe can be more reliably crushed at the lower arm mounting portion of the front wheel suspension during the front collision. Can be generated to further increase impact energy absorption.

  In one embodiment of the present invention, the outer periphery of the base portion of the tower portion is cut out at the vehicle outer end portion at the divided portion position over both the upper side member and the lower side member of the left and right side portions of the subframe. It is accommodated and joined in the subframe cutout.

The above configuration has the following effects.
In other words, if the strength of the upper member and the lower member is increased by combining the flanges of the upper member and the lower member, the vehicle outer end portion at the split portion position is cut out over both the upper and lower side members, and the vehicle longitudinal direction The cross-section of the U-shaped tower that is weak against crushing is embedded in the subframe notch, so that it is possible to prevent the breakage at the divided part from being hindered. By being coupled to both the upper member and the lower member in the divided portion, it is possible to improve the static rigidity of the tower portion.

  According to the present invention, the left and right side portions and the front side portion are connected to each other at the base portion front-rear direction intermediate position of the tower portion in the front-rear direction. There is an effect that it is possible to reliably generate crushing and increase absorption of impact energy.

The side view which shows the vehicle body front part structure of this invention Bottom view showing the vehicle front structure FIG. 1 is a plan view of the right side of the vehicle corresponding to the line AA in FIG. FIG. 1 is a plan view of the right side of the vehicle corresponding to the arrow BB in FIG. Expanded side view of the main part on the right side The perspective view which shows the vehicle body front part structure in the state seen from upper left front A perspective view showing the front structure of the vehicle body as viewed from the left front The perspective view which shows the vehicle body front part structure in the state seen from the lower right rear The perspective view which shows the vehicle body front part structure in the state seen from the lower right front The perspective view which shows the structure of a tower part and a stabilizer support base CC sectional view taken along the line CC in FIG. The top view which follows the GG line arrow of FIG. The principal part expanded sectional view which follows the DD line of FIG. The principal part expanded sectional view which follows the EE line of FIG. (A) is a perspective view, (b) is a side view, (c) is a plan view, (d) is a bottom view, (e) is a front view, and (f) is a rear view. Explanatory drawing which shows the deformation | transformation state of a sub-frame at the time of vehicle front collision

  In order to increase the absorption of impact energy by reliably generating crushing of the subframe at the lower arm attachment part of the front wheel suspension at the time of frontal collision of the vehicle, it projects forward from the passenger compartment and extends the left and right sides of the engine room in the longitudinal direction of the vehicle. The front side frame is located at the bottom of the engine room, the left and right sides forming the lower arm attachment portion of the front wheel suspension, and the front side connecting the left and right sides in the vehicle width direction form a main body, The front of the vehicle body includes a subframe in which upper end portions of the tower portion erected on the left and right sides of the main body portion are fastened to the lower surface portion of the front side frame and the rear portions of the left and right side portions are fastened to the front bottom portion of the vehicle compartment. In the partial structure, the left and right side parts and the front side part of the sub-frame are formed in an internal hollow shape by joining the upper member and the lower member, respectively. The tower portion has an outward U-shaped cross section for accommodating the lower arm pivot, and a lower portion of the tower portion is provided with a node member having a notch portion opened to the outside of the vehicle. The side portion and the front side portion are realized by a configuration in which the side portion and the front side portion are connected to each other in the front-rear direction intermediate position of the tower portion.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view showing the configuration of the vehicle left side of the vehicle body front structure, FIG. 2 is a bottom view thereof, and FIG. 3 is a vehicle right side corresponding to the line AA in FIG. FIG. 4 is a plan view of the right side of the vehicle corresponding to the view taken along line B-B in FIG. 1, and FIG. 5 is an enlarged side view of the main part of the right side of the vehicle. It is configured symmetrically.

  1 to 5, a dash lower panel 3 (dash panel) that partitions the engine room 1 and the vehicle compartment 2 in the vehicle front-rear direction is provided. As shown in FIG. 2, in this embodiment, the drive system is a front engine rear wheel drive type (FR), and an engine 4 is arranged vertically in the engine room 1 and a transmission 5 is connected to the rear part thereof. The transmission 5 is disposed below the floor tunnel portion, and the engine 4 and the transmission 5 described above constitute a power train.

As shown in FIG. 1, the above-described dash lower panel 3 has a vertical wall portion 3a extending in the vertical direction, and a slant portion 3b that inclines from the lower portion of the vertical wall portion 3a to a front, a rear, and a low shape. A floor panel 6 that extends substantially horizontally toward the rear of the vehicle is connected to the rear of the lower end of the portion 3b.
A floor frame 7 whose cross section in the vehicle width direction is reversely hat-shaped is joined and fixed to the lower surface of the floor panel 6 described above, and extends between the floor frame 7 and the floor panel 6 in the vehicle front-rear direction. A closed section is formed to improve the rigidity of the lower car body.

Further, a kick-up portion frame 8 is joined and fixed to the front lower portion of the slant portion 3b of the dash lower panel 3, and a closed cross section 9 (see FIG. 14) is provided between the kick-up portion frame 8 and the dash lower panel 3. Is forming.
A sub-frame mounting base 10 is joined and fixed to the front lower portion of the kick-up portion frame 8 described above. As shown in FIG. 14, the subframe mounting base 10 is composed of three members: a mounting base outer 11, a mounting base inner 12, and a mounting base lower 13. As shown in FIG. A closed section 14 is formed between the frame and the kick-up portion frame 8 so as to improve the subframe mounting rigidity.

  As shown in FIG. 14, the above-mentioned closed cross section 14 has a space 14a for a sleeve nut 38 to be described later. For this reason, the mounting base 12 has a kick-up portion extending from its upper end 12a to its lower end 12b. A bulging portion 12 c that bulges inward in the vehicle width direction from the inner surface 8 a in the vehicle width direction of the frame 8 is provided.

Further, as shown in FIG. 1, a fillet member 17 including two members, an upper fillet 15 and a lower fillet 16, is attached to the front portion of the vertical wall portion 3 a of the dash lower panel 3.
A front side frame 18 that projects straight forward from the vertical wall portion 3a of the dash lower panel 3 via the fillet member 17 and extends in the vehicle front-rear direction in the left and right sides of the engine room 1 is provided.
The front side frame 18 is a vehicle body strength member that forms a closed cross section extending in the vehicle front-rear direction by joining and fixing the front side frame inner 18A and the front side frame outer 18B. In this embodiment, the front side frame 18 is a front side frame. 18 cross sections in the vehicle width direction are formed in a substantially cross-shaped tube shape.

Moreover, as shown in FIGS. 1-3, the front side frame 18, the kick-up part frame 8, and the floor frame 7 are comprised so that it may continue in a straight line shape by planar view.
Further, as shown in FIGS. 1 and 2, a suspension tower portion 19 is provided via front and rear legs 19 a and 19 b at the intermediate portion in the front-rear direction of the front side frame 18 and on the outer side in the vehicle width direction. . The suspension tower 19 is for storing a front wheel shock absorber.

[Configuration of subframe]
As shown in FIGS. 1 to 5, a sub-frame 20 that supports the front wheel suspension is provided at the bottom of the engine room 1.
The sub-frame 20 includes side portions 24 as left and right sides forming attachment portions 22 and 23 of a lower arm 21 (see FIGS. 3 and 4) of a front wheel suspension (wishbone type suspension), and left and right sides. A main body portion 26 (so-called subframe main body) is formed by a front side portion 25 that connects the side portions 24 and 24 in the vehicle width direction on the vehicle front side, and as shown in FIGS. Fastening bolts (not shown) on the lower surface of the front side frame 18 at the positions where the upper ends of the towers 27, 27 erected (specifically, the upper end surface of the tower top 29 described later) correspond to the suspension tower 19. The rear portions of the left and right side portions 24 are fastened to the subframe mounting base 10 (see FIG. 14) as the front bottom portion of the vehicle compartment. It is.

  Here, the above-described tower portion 27 has a column portion 28 extending in the vertical direction, and is located above the column portion 28 so as to protrude from the column portion 28 in the front-rear direction along the front side frame 18 and extend in the front-wheel direction. And a tower top portion 29 as a mounting portion of the upper arm 30 (see FIGS. 3 and 4).

6 to 9 are perspective views showing the vehicle body front structure viewed from different angles.
In particular, as shown in FIG. 7, the side part 24 of the subframe 20 is formed hollow inside by the upper member 24A and the lower member 24B, and similarly, the front side part 25 of the subframe 20 is also The upper member 25 </ b> A and the lower member 25 </ b> B are formed to be hollow inside, and the inner hollow portion on the front side portion 25 side and the inner hollow portions on the left and right side portions 24, 24 side as viewed from above are rearward. It is formed so as to be continuous in a U-shape that is open.

Then, as shown in FIGS. 8 and 9, by forming a dividing line PL (dividing part) of the side part 24 and the front side part 25 at a position corresponding to the mounting part 22 on the front side of the lower arm 21, the vehicle At the time of a front collision, the sub-frame 20 is reliably crushed at the mounting portion 22 to increase the absorption of impact energy.
The above-described dividing line PL is a dividing portion formed corresponding to the intermediate position in the longitudinal direction of the base portion of the tower portion 27, and the side portion 24 and the front side portion 25 are connected by the dividing line PL (dividing portion). The dividing line PL is formed on both the upper side members 24A and 25A and the lower side members 24B and 25B of the side portion 24 and the front side portion 25 while being connected to the front and rear.

  As shown in FIG. 7, in the above-described dividing line PL (dividing part), in this embodiment, the upper end of the upper member 24A of the side part 24 is placed above the upper end of the upper part 25A of the front side part 25. And the front end portion of the lower member 24B of the side portion 24 is overlapped and joined to the upper portion of the rear end portion of the lower member 25B of the front side portion 25 from above. The upper and lower overlapping structure of the members may be formed upside down with respect to the structure of FIG.

Further, as shown in FIGS. 7, 8, and 9, the outer periphery of the base portion of the tower portion 27 includes the side portion 24 of the subframe 20 (however, in this embodiment, includes the left and right sides of the front portion 25. ) Is accommodated in and coupled to a subframe cutout portion 20A cut out at the vehicle outer side end portion of the division line PL position as a division portion over both the upper member 24A and the lower member 24B.
The above-described subframe notch 20A is formed in a U-shape corresponding to the outward U-shaped cross section of the column portion 28, with the upper side members 24A and 25A being open to the outside of the vehicle as viewed from above. The side members 24 </ b> B and 25 </ b> B are formed in a U shape with the vehicle outer side opened as viewed from the bottom.
In this embodiment, as shown in FIGS. 2 and 7, the dividing line PL is located in the outward U-shaped cross section of the column portion 28 and in the middle in the front-rear direction of the subframe cutout portion 20 </ b> A. It is formed to extend in the width direction.

  In the dividing line PL, the strength is increased due to the coupling of the flanges of the upper and lower members 24A, 24B, 25A, and 25B, but the outer end of the vehicle is notched to form the subframe notch 20A. In addition, the structure in which the column part 28 of the U-shaped tower part 27 having an outward U-shaped cross section that is weak against crushing in the vehicle front-rear direction is embedded and stored in the subframe cutout part 20A prevents folding at the dividing line PL. Further, the tower portion 27 is coupled to both the upper members 24A and 25A and the lower members 24B and 25B in the divided portion, thereby improving the static rigidity of the tower portion 27. .

[Configuration of rear lower arm pivot mounting part]
10 is a perspective view showing the structure of the tower portion and the stabilizer support pedestal, FIG. 11 is a cross-sectional view taken along the line CC of FIG. 1, FIG. 12 is a plan view taken along the line GG of FIG. FIG. 14 is an enlarged cross-sectional view of a main part taken along a line DD in FIG. 1, and FIG. 14 is an enlarged cross-sectional view of a main part taken along a line EE in FIG.

As shown in FIG. 8, the lower arm 21 is provided with lower arm pivots 21F and 21R on the inner side in the vehicle width direction, the front lower arm pivot 21F is pivotally supported by a mounting portion 22, and the rear lower arm pivot 21R is a mounting portion. It is pivoted at 23.
As shown in FIGS. 1 and 2, the mounting portion 23 of the rear lower arm pivot 21 </ b> R described above is configured using two brackets 31 and 32 (lower arm rear brackets) that are substantially Z-shaped in a side view.

In this case, as shown in FIGS. 2 and 8, the vehicle width direction outer side portion of the side portion 24 of the subframe 20 is formed in a substantially straight line shape in the vehicle front-rear direction, and the upper member constituting the side portion 24. The closed cross-section 33 (see FIGS. 13 and 14) extending in the front-rear direction by the 24A and the lower member 24B is gradually reduced in the vehicle width direction from the position where the engine mount 34 is attached to the rear end, and the engine mount of the side portion 24 is As shown in FIGS. 13 and 14, the rear portion of the 34 attachment position forms a flange portion 35 that protrudes outward in the vehicle width direction only by the upper member 24 </ b> A, and opens below the flange portion 35.
As shown in FIG. 1, the brackets 31 and 32 have upper wall portions 31a and 32a, vertical wall portions 31b and 32b, and lower wall portions 31c and 32c. As shown in FIG. The front and rear brackets 31 and 32 are integrally combined in an inverted hat shape in a side view, and the upper wall portions 31a and 32a of the brackets 31 and 32 are attached to the lower surface portion of the flange portion 35 whose lower side is opened. Fastened and fixed.

  At this time, as shown in FIG. 13, the upper wall portion 31a of the front bracket 31 uses a fastening member such as a bolt 36 and a nut 37 to attach a plurality of mounting legs 34a, 34b, 34c (see FIG. 3 and FIG. 4), and the upper wall portion 32a of the rear bracket 32 is fixed to the mounting base of the subframe mounting base 10 as shown in FIG. A long bolt 39 is fastened from below to a sleeve nut 38 that is welded and fixed to the closed section 14 side of the lower 13 in advance, and is fixed together with the flange 35 and the mounting base lower 13.

  Here, as shown in FIGS. 8, 13, and 14, the inner end in the vehicle width direction of the upper wall portions 31 a and 32 a in the brackets 31 and 32 is integrally bent downward from the inner end. The formed flange portions 31d and 32d are provided. The flange portions 31d and 32d are brought into contact with the upper portion of the outer side surface of the upper member 24A of the side portion 24 in the vehicle width direction, and the lower wall portions 31c of the brackets 31 and 32 are provided. 32c are formed integrally with extensions 31e, 32e extending inward in the vehicle width direction from the inner ends, and as shown in FIGS. 8 and 13, the extensions 31e, 32e are arranged on the side. It is made to contact | abut to the lower surface part of the lower side member 24B of the side part 24. FIG.

Further, as shown in FIG. 8, at the outer ends in the vehicle width direction of the vertical wall portions 31 b, 32 b in the brackets 31, 32, bent portions are bent from the outer ends in the direction opposite to the storage space of the lower arm pivot 21 </ b> R. 31f and 32f are integrally formed.
Further, the above-described flange portions 31d and 32d, extension portions 31e and 32e, and bent portions 31f and 32f improve the rigidity of the brackets 31 and 32 themselves, thereby increasing the support rigidity of the lower arm 21. .
3 and 4, the engine mount 34 has a plurality of mounting legs 34a, 34b, 34c, and the other mounting legs 34b, 34c are sub- Fastened and fixed to the side portion 24 of the frame 20 using fastening members 41 and 42.
The bolt insertion holes 36a and 39a and the fastening member insertion holes 41a and 42a of the bolts 36 and 39 and the fastening members 41 and 42 described above are shown in FIGS.

  As shown in FIGS. 13 and 14, the closed cross-section 33 in the side portion 24 of the subframe 20 and the brackets 31 and 32 constituting the mounting portion 23 on the rear side of the lower arm 21 are arranged side by side in the vehicle width direction. Thus, within the limited width of the side portion 24 of the subframe 20 in the vehicle width direction, both the subframe rigidity by the closed cross-section 33 and the securing of the coupling space between the brackets 31 and 32 are achieved. Is.

  In other words, the flange portion 35 is formed only by the upper member 24A at the rear portion of the side portion 24, the lower portion of the flange portion 35 is opened, and the closed space 33 overlaps with the closed section 33 in the height direction in the lower space of the flange portion 35. By arranging the brackets 31 and 32 in such a manner, within the limited width in the vehicle width direction of the side portion 24 of the subframe 20, the subframe rigidity by the closed cross-section 33 and the coupling space of the brackets 31 and 32 are secured. It is configured to achieve both.

  Further, compared to a structure in which the lower arm rear bracket is fastened and fixed to the lower part of the side part of the subframe, the vertical width, that is, the height of the subframe 20 can be reduced, and the subframe 20 can be formed. The required area of the plate member can be reduced, and the lower arm pivot 21R can be formed as a pivot whose axis is directed in the vehicle longitudinal direction.

  As shown in FIGS. 1 and 13, the mounting leg 34 a of the engine mount 34 and the upper wall 31 a of the bracket 31 are fastened and fixed to the flange 35 of the side part 24 of the subframe 20. Therefore, securing the coupling space of the bracket 31 and reducing the coupling member by co-clamping within the limited length of the side part 24 having a relatively short length in the front-rear direction while improving the rigidity of the co-clamping part. It is configured to achieve both.

Incidentally, the side portion 24 of the subframe 20 has a relatively short length in the front-rear direction, and various members need to be attached to a limited occupied space within the relatively short length in the front-rear direction.
Therefore, on the front side, as shown in FIGS. 1 and 13, the upper wall portion 31a of the bracket 31 is fastened together with one mounting leg portion 34a and the flange portion 35 of the engine mount 34, and on the rear side, as shown in FIG. 1, as shown in FIG. 14, the upper wall portion 32a of the bracket 32 is fastened together with the mounting base lower 13 and the flange portion 35 on the body side, so that the side portion 24 has a limited length in the front-rear direction. The securing of the coupling space between the front and rear brackets 31 and 32 (the brackets after the lower arm) and the improvement of the rigidity of the joint fastening part are both made more reliable.

[Tower configuration]
By the way, the tower part 27 standing on the left and right of the main body part 26 and having the column part 28 and the tower top part 29 is configured as shown in FIGS. 5, 7, 9, and 10.
That is, as shown in each of the above drawings, the above-described column part 28 is an outward U-shaped member that houses the lower arm pivot 21F on the front side of the lower arm 21 at the front side part 28a, the vehicle inner side part 28b, and the rear side part 28c. The attachment portion 22 of the lower arm 21 described above is formed in a U-shaped cross section at the lower part of the column portion 28. In other words, the lower portion of the column portion 28 also serves as a lower arm front bracket.

Further, as shown in FIGS. 5 and 10, flange portions 28d and 28e extending forward are integrally formed at the vehicle width direction outer side and the lower end portion of the front side portion 28a of the column portion 28 as described above. As shown in the figure, flange portions 28f and 28g extending rearward are integrally formed on the outer side and the lower end portion of the rear side portion 28c of the column portion 28 as shown in FIG.
The above-described tower top portion 29 is located at the upper portion of the column portion 28 and extends from the column portion 28 in the front-rear direction along the front side frame 18. 7, FIG. 9 and FIG. 10, in the configuration on the right side of the vehicle, the inverted L-shaped front member 43 in a side view and the front member 43 is substantially symmetric with respect to the front member 43, and the L-shaped rear in a side view. A member 44, a U-shaped center member 45 that is open to the outside of the vehicle in plan view, and a single upper member 46 that forms the upper wall of the tower top portion 29 and the side wall in the vehicle width direction. Yes.

  5, 7, 9, and 10, the front member 43 has an inverted L shape when viewed from the side, and the rear member 44 has an L shape when viewed from the side. On the left side, as shown in FIG. 1, the front member 43 is L-shaped when viewed from the side, and the rear member 44 is inverted L-shaped when viewed from the side.

As shown in FIGS. 5 and 9, the above-mentioned front member 43 is formed by integrally forming a lower wall portion 43a and a front wall portion 43b in an inverted L shape in a side view. The portion 44 a and the rear wall portion 44 b are integrally formed in an L shape in a side view, and the front member 43 and the rear member 44 are fixed to the upper portion of the column portion 28.
As shown in FIGS. 5 and 9, the center member 45 includes a side wall portion 45a located on the inner side in the vehicle width direction, and a front wall protruding outward in the vehicle width direction from both front and rear portions of the side wall portion 45a. The portion 45b and the rear wall portion 45c are integrally formed in a U shape in a plan view, and the center member 45 is fixed to the above-described front member 43 and rear member 44.

As shown in FIG. 8, the upper arm 30 (so-called A-arm) of the front wheel suspension includes upper arm pivots 30F and 30R on the inner side in the vehicle width direction.
As shown in FIG. 5, the above-described front wall portions 43b, 45b constitute a pivot support portion 47 that pivotally supports the front upper arm pivot 30F, and the above-described rear wall portions 45c, 44b A pivot support 48 that pivotally supports the upper arm pivot 30R is configured.

Further, as shown in FIGS. 7 and 9, the upper member 46 includes an upper wall portion 46 a located at the upper end of the tower top portion 29 and a side wall portion extending downward from the inner side in the vehicle width direction of the upper wall portion 46 a. 46b and a bulging portion 46c bulging inward in the vehicle width direction corresponding to the shape of the column portion 28 in the middle of the side wall portion 46b in the front-rear direction, the upper wall portion 46a, the side wall portion 46b, The portion 46c is formed of a single panel.
The above-described upper member 46 is fixed to the front member 43, the rear member 44, the center member 45, and the column portion 28, respectively.

  A housing portion (see pivot support portions 47 and 48) of the upper arm pivots 30F and 30R of the front wheel suspension is formed by the minimum necessary members of the front member 43, the rear member 44, the center member 45, and the upper member 46 described above. In particular, the upper member 46 is formed by integrally forming the upper wall portion 46a, the side wall portion 46b, and the bulging portion 46c with a single panel, thereby reducing the number of parts and the number of assembling steps, and accurately adjusting the upper arm 30. It is configured to ensure support rigidity.

[Stabilizer support structure]
On the other hand, as shown in FIGS. 2, 3, 4, and 6, a stabilizer 50 that suppresses a roll angle at the time of rebound and a bump of only one wheel by a torsional rigidity resistance is provided. The stabilizer 50 is formed of a metal pipe member.
Further, the stabilizer 50 described above extends in the vehicle width direction and is bent toward the rear of the vehicle from both ends 50c of the central portion. The left and right ends 50a of the lower arm 21 are connected to the outside of the lower arm 21 via control links (not shown). It is attached to the upper part near the end.

  As shown in FIG. 2, the stabilizer 50 described above is supported by the tower portion 27 at a position corresponding to the front side frame 18 and the vertical direction at both ends 50 c of the center portion. The support structure of the stabilizer 50 will be described with reference to FIG.

  As shown in FIG. 5, a stabilizer support pedestal 51 that supports the stabilizer 50 is provided in front of the upper end portion of the tower portion 27 and at a height position where an extension member 60 (described later) overlaps with a lower side portion thereof. Yes. As shown in FIG. 5, the upper side of the stabilizer support base 51 is disposed above the extension member 60.

As shown in FIGS. 9 and 10, the stabilizer support pedestal 51 is formed by welding and fixing an outer pedestal 52 positioned on the outer side in the vehicle width direction and an inner pedestal 53 positioned on the inner side in the vehicle width direction. is there.
As shown in FIGS. 9 and 10, the outer pedestal 52 extends in the front-rear direction, and the front side of the side 52 a is enlarged from the other side. The front side of the side 52 a And a pedestal surface portion 52b integrally bent in the vehicle width direction, and the pedestal surface portion 52b is slanted in a front-rear and rear-high shape and is directed forward and upward.

Here, as shown in FIGS. 5, 9, and 10, the side portion 52 a of the outer pedestal 52 includes a front surface of the front wall portion 43 b of the front member 43 of the tower top portion 29, and the lower wall portion 43 a. These are fixed to the front side portion 28a of the column portion 28 by welding.
Further, a stabilizer support member 55 (so-called stabilizer plate) is attached to both the upper and lower positions of the pedestal surface portion 52b of the outer pedestal 52 using two sets of assembly members 54, 54 such as bolts and nuts, and this stabilizer support member. 55, the stabilizer 50 is configured to support a predetermined portion (center both end portions 50 c) near the end in the vehicle width direction of the stabilizer 50 via the stabilizer bush 55 </ b> B (see FIGS. 1 and 6).

Further, as shown in FIG. 10, the above-described inner pedestal 53 is fixedly welded to the back surface of the pedestal surface portion 52 b of the outer pedestal 52, and the upper end portion of the inner pedestal 53. A flange portion 53 b formed continuously over the rear end portion is welded and fixed to a side wall portion 46 b of the upper member 46 of the tower top portion 29.
That is, the stabilizer support pedestal 51 described above is coupled between the pivot support portion 47 and the column portion 28 of the tower top portion 29 in the tower portion 27 of the subframe 20, and the stabilizer support pedestal 51 supports the subframe. The 20 column portions 28 are reinforced, and the rigidity of the upper portion of the column portion 28 is improved.

[Configuration of extension members]
As shown in FIGS. 5, 6, and 7, a pair of left and right extension members 60 are provided that extend forward from a central portion in the height direction of the tower portion 27 in the subframe 20. As shown in FIGS. 6 and 7, the extension member 60 is formed by joining and fixing an upper member 61 having a concave section downward in the vehicle width direction and a lower member 62 having a concave section upward in the vehicle width direction. A closed section member having a closed section 63 extending in the direction.

  Specifically, the extension member 60 described above has a rear end portion 60a coupled to the column portion 28 by welding means, and extends forward of the vehicle at a position below the front side frame 18 (see FIG. 1). The center line once detours inward in the vehicle width direction so as to avoid the stabilizer support pedestal 51 from the rear end portion 60a, and projects forward while being bent and displaced again from the detour portion 64 in the vehicle width direction. The extension member 60 and the above-described front side frame 18 are deformed in cooperation with each other at the time of a frontal collision of the vehicle, and are configured to absorb an impact.

  More specifically, as shown in FIGS. 7 and 12, the extension member 60 has a longitudinal center line CL1 at the rear end portion 60a thereof, which is more than a center line CL2 in the standing direction of the column portion 28 in the tower portion 27 described above. Are connected so as to be located on the inner side in the vehicle width direction. When a front collision load is input, the tower portion 27 is twisted and the rear end portion 60a (that is, the root portion) of the extension member 60 is not broken, and the extension member 60 is not broken. Is a detour portion 64 (that is, a portion that is located forward of the rear end portion 60a, bent once inward in the vehicle width direction, and then displaced outward in the vehicle width direction), and is bent and deformed to be bent inward in the vehicle width direction. That is, inward folding is induced, and it is configured to be surely folded regardless of the collision mode.

  In this embodiment, as shown in FIGS. 4, 6, 7, and 12, a notch 65 is formed on the outer side in the vehicle width direction of the rear end portion 60 a of the extension member 60. The tower portion 27 is welded so as to match both the front side portion 28a of the U-shaped cross section of the column portion 28 and the vehicle inner side portion 28b, thereby making the weld line portion longer and extending the extension member. Further, it is possible to more reliably prevent weld peeling and breakage of the rear end portion 60a of the 60, and further ensure the internal folding of the extension member 60 starting from the bypass portion 64.

Further, as shown in the plan view of FIG. 12, the closed section 63 of the extension member 60 described above is large at the rear end coupling portion, narrows toward the bypass portion 64 in the front, and again from the bypass portion 64 to the outside in the vehicle width direction. The closed cross-section 63 is formed so as to be enlarged again at a portion protruding forward while being bent and displaced.
That is, the closed cross-section 63 of the extension member 60 is formed to be the smallest in the above-described detour portion 64, and is configured to promote the internal folding of the extension member 60 at the time of a vehicle front collision.

  Here, the extension member 60 has a closed cross-section 63 that is narrow at the bypass portion 64 in plan view, but as shown in a side view in FIGS. 1 and 5, the vertical width thereof is from the rear end to the front end. As shown in FIG. 1, the extension member 60 is formed so as to extend substantially horizontally from the rear end to the front end at a position below the front side frame 18.

  In other words, as shown in FIG. 1, the above-described extension member 60 extends substantially horizontally from the front end to the rear end thereof, and is formed so that the rear portion of the extension member 60 does not curve downward.

[Connection structure of front side frame and extension member]
As shown in FIGS. 1 to 4, set plates 66 and 66 are attached to the front end portions of the pair of left and right front side frames 18 and 18, respectively, while the front end portions of the pair of left and right extension members 60 and 60 are mutually attached. A connecting plate 67 extending in the vehicle width direction is placed between the lower end bent portion 66a of the set plate 66 and the upper end bent portion 67a of the connecting plate 67 corresponding to the front end position of the extension member 60. It is fastened and fixed using fastening members 68 such as bolts and nuts.
A sub-crash can 70 having a cross section in the vehicle width direction is attached to the front end portion of the front side frame 18 on the front end portion of the front side frame 18 via a connecting plate 67 and a bracket 69. A main crush can (not shown) is attached via a set plate 66 and a bracket, and as shown in a side view in FIG. 1, the front side frame 18 and the extension member 60 are connected to the main crush at the front end of each vehicle at the time of a frontal collision of the vehicle. Each front end position is set so that the can (not shown) and the sub-crash can 70 start to deform synchronously after being crushed. Here, the connecting plate 67 described above may be divided into a plurality of parts in the vehicle width direction.

[Configuration of node members in the tower]
By the way, as shown in FIGS. 5, 9, and 11, a total of three node members 71, 72, and 73 are joined and fixed in the column portion 28 of the U-shaped cross section of the tower portion 27 in the subframe 20. Yes.
As shown in FIG. 5, each of the node members 71, 72, 73 is provided so as to extend between the front side portion 28a and the rear side portion 28c of the column portion 28. As shown in FIG. 11, the member is provided on the open side (outward in the vehicle width direction) of the column portion 28 having a U-shaped cross section, and the node member 71 includes a vertical wall portion 71a extending in the vertical direction, The vertical wall portion 71a has upper and lower bent portions 71b and 71c that are integrally bent from the upper and lower ends of the vertical wall portion 71a in the vehicle width direction, and prevents opening deformation of the column portion 28 and improves rigidity. is there.

  The node member 72 (second node member) is provided at the inner position (inward in the vehicle width direction) of the U-shaped section 28 of the column portion 28 at a height position corresponding to the vertical position of the rear end portion 60a of the extension member 60. The node member 72 includes a vertical wall portion 72a extending in the vertical direction, and an upper wall portion 72b and a lower wall portion 72c that are integrally bent from the upper and lower ends of the vertical wall portion 72a inward in the vehicle width direction. The upper wall portion 72b and the lower wall portion 72c are welded and joined to the vehicle inner side portion 28b of the column portion 28, and between the vehicle inner side portion 28b of the column portion 28 and the node member 72 in the front-rear direction. An extended closed section 74 is formed to improve the rigidity of the column portion 28 in a normal state and to improve the transmission rate of the front collision load to the subframe 20 at the time of a vehicle front collision.

  Further, as shown in FIG. 5, the vertical wall portion 72a described above is formed such that the vertical width of the rear end portion is wider than the vertical width of the front end portion thereof, and the lower wall portion 72c is inclined in a front-high-rear-low shape. It is formed so that the input load from the extension member 60 is transmitted rearward at the time of a front collision.

The node member 73 (third node member) is provided at the bottom in the column portion 28 having a U-shaped cross section so as to correspond to the above-described dividing line PL. Further, it is a so-called V-shaped joint having a V-groove 73a as a notch (fragile portion) that opens outward in the vehicle width direction.
By providing the above-described node member 73, the rigidity of the lower portion of the tower portion 27 during normal (non-front collision) is ensured, and the node member is formed by the V groove 73a as a notch portion of the node member 73 at the time of the front collision. 73 is configured to promote the deformation of 73 and to ensure that the subframe 20 is reliably crushed at the time of a front collision.
The above-described node member 73 is provided at a position corresponding to the dividing line PL as the dividing portion, and the body member of the subframe 20 including the node member 73 having the V-groove 73a which is a notch and the dividing line PL. 26 is configured so as to promote the crushing of the subframe 20.

[Front impact load transmission structure]
Furthermore, as shown in FIGS. 4, 5, and 12, the space between the rear side portion 28c of the column portion 28 in the tower portion 27 and the upper member 24A of the side portion 24 in the subframe 20 immediately after the dividing line PL is provided. A gusset member 75 to be connected is provided, and the front upper side of the gusset member 75 is overlapped with the node member 72 in the vertical direction as shown in FIG. 5, and the front upper side of the gusset member 75 is shown in FIGS. As described above, the extension member 60 overlaps the rear end 60a in the vehicle width direction.

As shown in FIG. 5, the rear part of the extension member 60, the node member 72 in the column part 28, and the gusset member 75 on the rear surface of the tower part 27 base are continuously arranged in a row in the rear obliquely downward direction. Thus, the front collision load is transmitted to the sub-frame 20 so as to distribute the load.
In addition to the above-described continuous arrangement in which the elements 60, 28, 72, and 75 are directed obliquely downward to the rear, the overlap structure of the gusset member 75 with the node member 72 and the extension member 60 allows the front impact load to be reduced. It is configured to transmit more reliably to the subframe 20.

FIG. 15 is a view showing the gusset member 75 as a single item. FIG. 15A is a perspective view of the gusset member 75, FIG. 15B is a side view of the gusset member 75, and FIG. FIG. 15D is a bottom view of the gusset member 75, FIG. 15E is a front view of the gusset member 75, and FIG. 15F is a rear view of the gusset member 75. .
In this embodiment, the above-described gusset member 75 is constituted by a four-face structure as an example of a multi-face structure having three or more face portions obtained by bending a plate material.

  As shown in FIG. 15, the gusset member 75 includes a substantially triangular inner wall 76 located on the inner side in the vehicle width direction, and a substantially triangular rear wall 77 connected to the inner wall 76 via a ridge line a. And an inverted trapezoidal outer wall 78 that is connected to the rear wall 77 via a ridge line b and is located on the outer side in the vehicle width direction, and a substantially triangular shape that is suspended from the outer wall 78 via a ridge line c. This is a four-sided structure formed by integrally forming a vertical wall 79.

As shown in FIGS. 5, 6, 7, and 12, the upper end 77 a of the rear wall 77 and the upper end 78 a of the outer wall 78 are connected to the rear side of the column portion 28 having a U-shaped cross section in the tower portion 27. The lower part 76b of the inner wall 76, the lower part 77b of the rear wall 77, and the rear part 79b of the vertical wall 79 are welded and fixed to the upper member 24A of the side part 24 in the subframe 20. is there.
In the figure, arrow F indicates the front of the vehicle, arrow R indicates the rear of the vehicle, arrow IN indicates the inward in the vehicle width direction, arrow OUT indicates the outward in the vehicle width direction, and arrow UP indicates the upper side of the vehicle. Indicates.

The illustrated embodiment is configured as described above, and the operation will be described below.
The front side frame 18 and the extension member 60 start to deform synchronously after the main crash can (not shown) and the sub crash can 70 at the front end are crushed at the time of a frontal collision of the vehicle. The extension member 60 cooperates to deform and absorb the impact.

In this case, the longitudinal center line CL1 of the rear end portion 60a of the extension member 60 is coupled so as to be located on the inner side in the vehicle width direction than the center line CL2 in the standing direction of the tower portion 27 as shown in FIG. At the same time, the notch 65 of the rear end portion 60a of the extension member 60 is welded so as to match both the front side portion 28a of the column portion 28 and the vehicle inner side portion 28b in the tower portion 27. When the impulsive load is input, the tower portion 27 is twisted, the rear end portion 60a of the extension member 60 is not bent, and the welded portion is not peeled off. Depends on the collision mode, it will surely bend and deform to absorb the impact.
Further, as shown in FIGS. 5 and 12, the dividing line PL between the side part 24 and the front side part 25 of the subframe 20 is matched with the position of the attachment part 22 of the lower arm 21, so As shown by the phantom line in the figure from the normal state indicated by the solid line in FIG. 16, the subframe 20 can be reliably crushed to absorb the impact so that the dividing line PL is displaced upward.

  As described above, the vehicle body front structure of the above-described embodiment includes the front side frame 18 that protrudes forward from the vehicle compartment (see the dash lower panel 3) and extends in the vehicle front-rear direction, and the bottom of the engine room 1 The left and right side portions (see the side portion 24) forming the lower arm attachment portions 22 and 23 of the front wheel suspension and the front side portion 25 connecting the left and right side portions (side portion 24) in the vehicle width direction. A main body portion 26 is formed, and the upper end portions of the tower portions 27 erected on the left and right sides of the main body portion 26 are fastened to the lower surface portion of the front side frame 18, and the rear portions of the left and right side portions (side side portions 24) are A vehicle body front part structure including a subframe 20 fastened to a front bottom part of the vehicle compartment part (see the subframe mounting base 10), and the left and right side parts (side parts 24) and the front side part of the subframe 20 5, the upper members 24A and 25A and the lower members 24B and 25B are joined to each other to form an internal hollow shape, and the tower portion 27 has an outward U-shaped cross section for accommodating the lower arm pivot 21F. A node member 73 having a notch (see V-groove 73a) opened to the outside of the vehicle is provided at the lower part of the tower 27, and the left and right sides (side 24) and the front The side portion 25 is connected to the front and rear at the division portion (see the division line PL) at the intermediate position in the longitudinal direction of the base portion of the tower portion 27 (see FIGS. 1, 7, and 8).

According to this configuration, the left and right side portions (side side portions 24) and the front side portion 25 of the subframe 20 are formed in an internal hollow shape, and the tower portion 27 base portion having an outward U-shaped cross section that accommodates the lower arm pivot 21F. Since the left and right side portions (side portions 24) and the front side portion 25 are divided in the front and rear direction at the dividing portion (division line PL) in FIG. It is possible to increase the absorption of impact energy by reliably generating crushing.
Further, by providing the node member 73, the rigidity of the lower portion of the tower portion 27 is secured during normal (non-frontal collision), while the notch (V groove 73a) of the node member 73 is secured during the frontal collision. The deformation of the node member 73 can be promoted, and the subframe 20 can be reliably crushed at the time of the front collision.
That is, the collapsing can be promoted by the cooperation of the node member 73 having the notch portion (V groove 73a) and the main body portion 26 of the subframe 20 provided with the dividing portion (dividing line PL).

  In one embodiment of the present invention, the dividing portion (see the dividing line PL) includes both the left and right side portions (side side portion 24) and the upper side members 24A and 25A and the lower side members 24B and 25B of the front side portion 25. (See FIG. 7).

  According to this structure, since the said division | segmentation part (division line PL) was formed in each upper and lower both-sides member 24A, 24B, 25A, 25B of the right-and-left side part (side part 24) and the front side part 25, it is a front collision. At this time, the sub-frame 20 can be more reliably crushed at the lower arm mounting portion 22 of the front wheel suspension, and the impact energy absorption can be further increased.

  In one embodiment of the present invention, the tower portion 27 has a base portion whose outer periphery is divided across both the upper member 24A and the lower member 25A of the left and right sides (side portions 24) of the subframe 20 (see FIG. It is accommodated and joined in a subframe cutout 20A cut out at the vehicle outer end at the position of the dividing line PL) (see FIGS. 7 and 8).

This configuration has the following effects.
In other words, if the strength is increased by connecting the flange portions of the upper member and the lower member, the upper and lower side members 24A, 25A, 24B are connected to the vehicle outer side end at the position of the division portion (division line PL). 25B, a subframe cutout 20A is formed, and the outwardly U-shaped tower portion 27 (specifically, the lower portion of the column 28) is formed in the subframe cutout. The structure embedded in the portion 20A prevents the breakage at the dividing portion (the dividing line PL) from being obstructed, and further, the base outer periphery of the tower portion 27 (specifically, the base outer periphery of the column portion 28) is divided. The static rigidity of the tower portion 27 can be improved by being coupled to both the upper members 24A and 25A and the lower members 24B and 25B in the portion (division line PL).

In the correspondence between the configuration of the present invention and the above-described embodiment,
The vehicle compartment of the present invention is compared to the dash lower panel 3 of the embodiment.
Similarly,
The front bottom of the passenger compartment corresponds to the subframe mounting base 10,
The lower arm mounting part corresponds to the mounting parts 22 and 23,
The left and right sides correspond to the side parts 24,
The dividing unit corresponds to the dividing line PL,
The notch of the node member corresponds to the V groove 73a,
The present invention is not limited to the configuration of the above-described embodiment.

  As described above, the present invention is a front side frame that protrudes forward from the passenger compartment and extends in the left-right direction of the engine room in the front-rear direction of the vehicle, and is positioned at the bottom of the engine room to form a lower arm attachment portion of the front wheel suspension. The left and right side portions and the front side portion connecting the left and right side portions in the vehicle width direction form a main body portion, and the upper end portions of the tower portions erected on the left and right sides of the main body portion are on the lower surface portion of the front side frame. It is useful for a vehicle body front part structure that includes a subframe that is fastened and has a rear part of the left and right side parts fastened to the front bottom part of the passenger compartment.

1 ... Engine room 3 ... Dash lower panel (vehicle compartment)
10 ... Sub-frame mounting base (front bottom of vehicle compartment)
18 ... Front side frame 20 ... Subframe 20A ... Subframe notch 21F ... Lower arm pivots 22, 23 ... Mounting portion (Lower arm mounting portion)
24 ... Side sides (left and right sides)
24A, 25A ... Upper members 24B, 25B ... Lower members 25 ... Front side portion 26 ... Main body portion 27 ... Tower portion 73 ... Node member 73a ... V-groove (notch portion)
PL ... Dividing line (dividing part)

Claims (3)

A front side frame that protrudes forward from the passenger compartment and extends in the longitudinal direction of the vehicle in the left and right sides of the engine room
Located at the bottom of the engine room, the left and right sides that form the lower arm attachment part of the front wheel suspension and the front side that connects the left and right sides in the vehicle width direction form a main body that stands on the left and right of the main body, respectively. A vehicle body front part structure including a subframe in which an upper end portion of a tower portion provided is fastened to a lower surface portion of the front side frame and a rear portion of the left and right side portions is fastened to a front bottom portion of a vehicle compartment portion;
The left and right side portions and the front side portion of the subframe are formed in an internal hollow shape by joining the upper member and the lower member, respectively.
The tower portion has an outward U-shaped cross-section to accommodate the lower arm pivot,
In the lower part of the tower part, a node member with a notch part opened to the outside of the vehicle is provided,
The left and right side portions and the front side portion are front and rear vehicle body structures that are connected to each other at a middle portion of the tower portion in the front-rear direction intermediate position. The vehicle body front part structure according to claim 1, wherein the divided parts are formed on both the upper and lower members of the left and right side parts and the front side part. The outer periphery of the base portion of the tower portion is accommodated in a subframe cutout portion that is cut out at the vehicle outer side end portion of the divided portion position over both the upper and lower side members of the left and right side portions of the subframe. The vehicle body front part structure according to claim 1 or 2.

Images